CN109204265B - Brake pedal simulator, automobile brake system and vehicle - Google Patents

Brake pedal simulator, automobile brake system and vehicle Download PDF

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Publication number
CN109204265B
CN109204265B CN201710524805.XA CN201710524805A CN109204265B CN 109204265 B CN109204265 B CN 109204265B CN 201710524805 A CN201710524805 A CN 201710524805A CN 109204265 B CN109204265 B CN 109204265B
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China
Prior art keywords
elastic member
brake pedal
elastic
gear
thrust
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CN201710524805.XA
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Chinese (zh)
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CN109204265A (en
Inventor
李传博
王铁君
刘苏丽
郑祖雄
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BYD Co Ltd
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BYD Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/06—Disposition of pedal

Abstract

The utility model relates to a brake pedal simulator, car braking system and vehicle, wherein brake pedal simulator includes brake pedal, helping hand motor, an assembly portion for assembling on the automobile body, along first elastic component and the second elastic component of axial interval arrangement in assembly portion both sides, be located the rack and pinion mechanism between first elastic component and the second elastic component, articulate in brake pedal and with first elastic component cooperation in order to drive first elastic component and second elastic component simultaneously along the flexible thrust structure of axial, first elastic component and second elastic component cooperate jointly and provide the footboard preset force for brake pedal, the output shaft of helping hand motor passes through rack and pinion mechanism and first elastic component and second elastic component cooperation to can provide the helping hand for the drive of thrust structure. 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 achieve the above object, the present disclosure provides a brake pedal simulator, including a brake pedal, a booster motor, a fitting portion for fitting to a vehicle body, first and second elastic members arranged at both sides of the fitting portion at an interval in an axial direction, a rack and pinion mechanism located between the first and second elastic members, a thrust structure hinged to the brake pedal and cooperating with the first elastic member to be capable of driving the first and second elastic members to simultaneously expand and contract in the axial direction, the first elastic piece and the second elastic piece are matched together to provide pedal preset force for the brake pedal, an output shaft of the power-assisted motor is matched with the first elastic piece and the second elastic piece through the gear rack mechanism so as to provide power assistance for driving of the thrust structure.
Optionally, the rack-and-pinion mechanism includes a gear shaft and a rack, the gear shaft is connected to an output shaft of the power-assisted motor and is provided with a power-assisted gear meshed with the rack, a first end of the rack is connected to the first elastic member, and a second end of the rack abuts against or is connected to the second elastic member.
Optionally, an output shaft of the booster motor is connected with the gear shaft through a transmission mechanism.
Optionally, the transmission mechanism comprises a speed reducing mechanism connected with an output shaft of the power-assisted motor, and the gear shaft is connected with an output end of the speed reducing mechanism.
Optionally, the reduction mechanism is a gear pair reduction mechanism including a first gear connected to the output shaft through a transmission shaft and a second gear engaged with the first gear, and the second gear is disposed on the gear shaft.
Alternatively, the transmission shaft is parallel to the gear shaft, and the assist motor and the reduction mechanism are arranged on both sides in the radial direction of the rack.
Optionally, the assisting motor, the speed reducing mechanism and the rack and pinion mechanism are located on a side of the assembling portion corresponding to the second elastic member.
Optionally, the first elastic member and the second elastic member are coil springs.
Optionally, the brake pedal simulator includes a first spring seat for mounting the first elastic member and a second spring seat for mounting the second elastic member, one end of the first spring seat is matched with the thrust structure, the other end of the first spring seat abuts against the second spring seat, and a rack of the rack and pinion mechanism is formed in the middle of the first spring seat.
Optionally, the first spring seat comprises a first flange and a first extension rod arranged along an axial direction, the first flange is matched with the thrust structure and can move along the axial direction together with the first extension rod, the first elastic piece is arranged on the first extension rod, one end of the first elastic piece is abutted against the first flange, the other end of the first elastic piece is abutted against the abutting flange limited in the assembling part, the first extension rod penetrates through the abutting flange, the rack is formed in the middle of the first extension rod and meshed with the boosting gear, the second spring seat includes a second flange contacting an end of the first extension rod and a second extension rod extending from the second flange, the second elastic piece is installed on the second extension rod, one end of the second elastic piece abuts against the second flange, and the other end of the second elastic piece can abut against the shell of the brake pedal simulator.
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 first spring seat in an arc surface manner.
Optionally, a radius of curvature of the ball head is smaller than a radius of curvature of the first spring seat corresponding to the arc-shaped mating surface of the ball head.
Optionally, a U-shaped hinge seat in threaded connection with the hinge end is disposed at the 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 in threaded connection with the bottom plate through a nut disposed on the bottom plate so as to be adjustable in position in the axial direction.
Optionally, the brake pedal simulator further comprises a controller for controlling the working state of the power-assisted motor and a sensor for detecting the rotation speed of the power-assisted motor.
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.
With the structure, when a driver steps on the brake pedal, the thrust structure drives the first elastic part and the second elastic part to be compressed along the axial direction simultaneously, the thrust structure is subjected to a reverse acting force provided by the cooperation of the first elastic part and the second elastic part, and 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 the output torque of the power-assisted motor is transmitted to the first elastic part and the second elastic part through the gear-rack mechanism to provide power assistance for the brake pedal and the thrust structure so as to further compress the first elastic part and the second elastic part. The rack and pinion mechanism bears a part of reverse acting force exerted by the first elastic piece and the second elastic piece, so that the reverse acting force borne by the thrust structure can be reduced, the brake pedal obtains proper brake pedal force, reliable brake feeling of the brake pedal is provided, the rotating brake pedal force can be simulated, and the effects of good operation stability, rapid response of the brake pedal and the like are achieved. 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 schematic structural diagram of a brake pedal simulator according to a first embodiment of the present disclosure;
fig. 2 is a diagram showing a state of engagement between a screw mechanism and first and second elastic members in a brake pedal simulator according to a first embodiment of the present disclosure;
FIG. 3 is a sectional structural view of a brake pedal simulator according to a first 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. 4 is a structural view of a second thrust rod of the brake pedal simulator in accordance with the first embodiment of the present disclosure;
FIG. 5 is an assembly view of the thrust structure and housing of the brake pedal simulator, first, with the first thrust rod omitted in accordance with the first embodiment of the present disclosure;
FIG. 6 is a second assembly view of the thrust structure and housing of the brake pedal simulator, with the first thrust rod omitted, according to the first embodiment of the present disclosure;
FIG. 7 is a schematic structural diagram I of a brake pedal simulator according to a second embodiment of the present disclosure;
fig. 8 is a second schematic structural diagram of a brake pedal simulator according to a second 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 the internal structure;
fig. 9 is a diagram showing a state of engagement of a rack and pinion mechanism, a speed reduction mechanism, and a second elastic member in the brake pedal simulator according to the second embodiment of the present disclosure;
FIG. 10 is a structural view of a second thrust rod of the brake pedal simulator in accordance with a second embodiment of the present disclosure;
fig. 11 is an assembly view of a thrust structure, a first elastic member, and a housing in a brake pedal simulator according to a second embodiment of the present disclosure, in which a first thrust rod is omitted;
fig. 12 is a schematic structural view of a brake pedal simulator according to a third embodiment of the present disclosure, in which a portion of a fitting portion, which is engaged with a first elastic member, is partially cut away for clarity of an internal structure;
fig. 13 is a structural view of a second thrust rod of the brake pedal simulator in accordance with a third embodiment of the present disclosure;
FIG. 14 is an assembly view of a thrust structure and housing in a brake pedal simulator in accordance with a third embodiment of the present disclosure, with the first thrust rod omitted;
fig. 15 is a schematic structural diagram of a brake pedal simulator according to a fourth embodiment of the present disclosure;
FIG. 16 is a cross-sectional structural view of a brake pedal simulator in accordance with a fourth embodiment of the present disclosure, wherein the first thrust rod and the brake pedal are omitted;
fig. 17 is a diagram of a state of engagement of a second thrust rod and a docking head in a brake pedal simulator according to a fourth embodiment of the present disclosure;
FIG. 18 is an assembly view of a brake pedal simulator I according to a fourth embodiment of the present disclosure, with the brake pedal and the first thrust rod omitted;
FIG. 19 is a second assembly view of the brake pedal simulator, with the brake pedal and the first thrust rod omitted, according to a fourth embodiment of the present disclosure;
FIG. 20 is a third assembly view of the brake pedal simulator, with the brake pedal and the first thrust rod omitted, according to a fourth embodiment of the present disclosure;
FIG. 21 is an assembly view of a thrust structure and housing in a brake pedal simulator with a brake pedal and a first thrust rod omitted in accordance with a fourth embodiment of the present disclosure;
description of the reference numerals
100. 200, 300, 400 brake pedal; 101. 201, 301, 401 assist motor; 102. 202, 302, 402 thrust structure; 103. 203, 303, 403 first elastic member; 104. 204, 304, 404 a second elastic member; 105. 205, 305, 405; 106. 206 rack and pinion mechanisms; 306. 406 a screw mechanism; 107. 307, 407 planetary gear speed reducing mechanisms; 207 gear pair reduction mechanism; 108. 208, 308, 408 controllers; 109. 209, 309, 409 sensors; 110. 210, 310, 410 a first spring seat; 111. 211, 311, 411 second spring seats; 312. a connecting rod 412; 3102 a first extension bar; 313. 413 a transmission gear; 3112 a second extension bar; 314. 414 idler pulley; (ii) a 415. 3101 a first flange; 416. 3111 a second flange; 120. 320, 420 shell; 1011. 2011, 3011, 4011 output shaft; 1021. 2021, 3021, 4021 first thrust rod; 1022. 2022, 3022, 4022 second thrust rod; 1023. 2023, 3023, 4023 ball head; 1024. 2024, 3024, 4024 hinge seats; 1025. 2025, 3025, 4025 hinge holes; 1026. 2026, 3026, 4026 bottom plate; 1027. 2027, 3027, 4027 nuts; 1028 locking seat; 4028 butt joint; 1029 stop projection; 4029 pushing the disc; 1051. 2051, 3051, 4051 fasteners; 2052 a limit protrusion; 2053 abutting the flange; 1061. 2061 gear shaft; 3061. 4061 an assist screw; 1062. 2062 a rack; 1063. 2063, 3062, 4062 power-assisted gear; 1071. 3071, 4071 sun gear; 2071 a first gear; 1072. 3072, 4072 planet carrier; 2072 a second gear; 1073. 3073, 4073 a ring gear; 2073 a propeller shaft; 1074. 3074, 4074 planet; 1101 a retaining groove; 3103 moving the disc; 3104 fixing the disc; 1201. 2201, 4201 a first housing part; 1202. 2202, 4202 a second housing part; 1203. 2203, 4203 a third housing part; 2204 a fourth housing part; 1204. 3204, 4204 dust cover; 2205 a first stop; 2206 a second stop; 40281U-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 fourth 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, the following four specific embodiments of the brake pedal simulator are provided to simulate the brake pedal characteristics, wherein the brake pedals 100, 200, 300, and 400 and the assisting motors 101, 201, 301, and 401 have the same structure for the convenience and clarity of the description of the present disclosure, 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. 1 to 11, the transmission engagement mechanism may include a rack and pinion mechanism through 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. 12 to 21, the transmission engagement mechanism may include a screw mechanism through 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, a form of two elastic members is adopted, and a serial manner as disclosed in the following first to fourth embodiments shown in fig. 1 to 21 or a parallel manner 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.
The series arrangement of the springs in the present disclosure is described in detail below, but the arrangement of the springs may also be in parallel arrangement as described above.
In the case of a parallel arrangement, this can be achieved in particular as follows.
Namely, the brake pedal simulator comprises a brake pedal, a thrust structure and a plurality of elastic pieces, wherein a part of the elastic pieces provides pedal preset force for the brake pedal, the thrust structure is hinged to the brake pedal and matched with the part of the elastic pieces to sequentially drive the part of the elastic pieces and the rest of the elastic pieces to stretch and retract along the axial direction, the brake pedal simulator has a first working state and a second working state, the part of the elastic pieces are compressed in the first working state, and the part of the elastic pieces and the rest of the 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 the thrust structure, in the first working state, the first elastic element is compressed through the thrust mechanism, and in the second working state, the first elastic element and the second elastic element are synchronously compressed through matching of the thrust mechanism 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.
In the above, only the arrangement scheme of the elastic members in parallel is briefly described, and the specific structure of the pedal simulator adopting the elastic member parallel mode can be reasonably designed according to the technical scheme described above.
Hereinafter, first to fourth embodiments of the present disclosure using the elastic member series scheme will be described in detail with reference to fig. 1 to 21.
First, referring to fig. 1 to 6, a brake pedal simulator according to a first embodiment of the present disclosure will be described in detail.
As shown in fig. 1, a brake pedal simulator according to a first embodiment of the present disclosure includes a brake pedal 100, a booster motor 101, a fitting portion 105 for fitting to a vehicle body, a first elastic member 103 and a second elastic member 104 arranged on one side of the fitting portion 105 in an axial direction, a transmission fitting mechanism, a thrust structure 102 hinged to the brake pedal 100 and fitted with the first elastic member 103 to be capable of driving the first elastic member 103 and the second elastic member 104 to simultaneously extend and retract in the axial direction, the first elastic member 103 and the second elastic member 104 cooperating together to provide a pedal preset force to the brake pedal 100, wherein the transmission fitting mechanism includes a rack and pinion mechanism 106 between the first elastic member 103 and the second elastic member 104, and an output shaft 1011 of the booster motor 101 is fitted with the first elastic member 103 and the second elastic member 104 through the rack and pinion mechanism 106 to be capable of providing a pedal preset force for driving of the thrust structure 102 The first elastic member 103 and the second elastic member 104 are driven to extend and contract synchronously by the aid of the assisting force. Here, the first elastic member 103 and the second elastic member 104 serve as simulation elements of pedal force and pedal stroke of the brake pedal 100, and in an initial state (i.e., in a case where the brake pedal 100 is not depressed), both the first elastic member 103 and the second elastic member 104 are in a compressed state to provide a pedal preset force to the brake pedal 100, wherein the first elastic member 103 can still maintain normal pedal force to the brake pedal 100 in a case where the second elastic member 104 fails, thereby improving safety performance of the brake pedal simulator.
As described above, when the driver steps on the brake pedal 100, the thrust structure 102 drives the first elastic member 103 and the second elastic member 104 to be compressed in the axial direction at the same time, the thrust structure 102 receives the reverse acting force provided by the cooperation of the first elastic member 103 and the second elastic member 104, and when the brake pedal force applied to the brake pedal 100 by such reverse acting force reaches a preset value, the boosting motor 101 is started to transmit the output torque thereof to the first elastic member 103 and the second elastic member 104 through the rack and pinion mechanism 106 to provide boosting force to the brake pedal 100 and the thrust structure 102 to further compress the first elastic member 103 and the second elastic member 104, so that the brake pedal 100 and the thrust structure 102 are further subjected to displacement change, and since the rack and pinion mechanism 106 receives a part of the reverse acting force applied by the first elastic member 103 and the second elastic member 104, the reverse acting force received by the thrust structure 102 can be reduced, the brake pedal 100 is made to obtain an appropriate brake pedal force, so that the target values of the pedal force and the pedal stroke of the brake pedal 100 can be simulated. Here, when the parts such as the assist motor 101, the rack and pinion mechanism 106, the second elastic member 104, and the like fail to operate normally, the first elastic member 103 provides the brake pedal 100 with the base pedal force to realize the braking feeling of the brake pedal 100, and the braking can be continued to maintain the braking function. In addition, when the driver releases the brake pedal 100, the power-assisted motor 101 is de-energized so that the first elastic member 103 and the second elastic member 104 are automatically returned by their own elastic restoring force. The simulation of the characteristics of the brake pedal 100 is realized by the braking control method, and the existing hydraulic braking components are replaced by the cooperation of the booster motor 101 and the rack-and-pinion mechanism 106, 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 gear rack mechanism is adopted as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may adopt other reasonable arrangement structures.
As shown in fig. 1 and 2, optionally, the transmission matching mechanism includes a rack and pinion mechanism 106, the rack and pinion mechanism 106 includes a gear shaft 1061 and a rack 1062, the gear shaft 1061 is connected to the output shaft 1011 of the assist motor 101 and is provided with an assist gear 1063 engaged with the rack 1062, one end of the rack 1062 is connected to the first elastic member 103, and the other end of the rack 1062 is connected to the second elastic member 104. Here, the rack 1062 may be connected to the first and second elastic members 103 and 104 through a mount for mounting the first and second elastic members 103 and 104. Still alternatively, the rack 1062 may be directly formed on a mounting seat for mounting the first and second elastic members 103 and 104 and connected to the first and second elastic members 103 and 104 to be able to drive the first and second elastic members 103 and 104 to be synchronously stretched. The connection mode of the rack 1062 and the first elastic member 103 and the second elastic member 104 is not particularly limited in this disclosure, as long as the rack 1062 can receive the output force from the power assisting motor 101 by engaging with the power assisting gear 1063, so that the rack 1062 can drive the first elastic member 103 and the second elastic member 104 to move along the axial direction to be compressed, thereby compressing the first elastic member 103 and the second elastic member 104.
Optionally, the transmission matching mechanism further comprises a speed reducing mechanism, and the output shaft 1011 of the assisting motor 101 is connected with the gear shaft 1061 through the speed reducing 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, as shown in fig. 1, the reduction mechanism may be a planetary reduction mechanism 107, and in the planetary reduction mechanism 107, a sun gear 1071 is connected to an output shaft 1011 of the booster motor 101, a carrier 1072 is connected to the gear shaft 1061, and a ring gear 1073 is fixed in the case 120 of the brake pedal simulator. Further, the planetary gear reduction mechanism 107 is provided with a planetary gear 1074 that meshes with the sun gear 1071 and the ring gear 1073, and the planet carrier 1072 is provided at the center of the planetary gear 1074. Therefore, the output torque of the booster motor 101 is transmitted to the rack 1062 via the booster gear 1063 after being decelerated and increased in pitch by the planetary gear speed reduction mechanism 107, that is, the output torque of the booster motor 101 is transmitted to the rack 1062 via the booster gear 1063 on the gear shaft 1061 connected to the carrier 1072 by a key, a spline connection, or the like after passing through the sun gear 1071, the planetary gears 1074, and the carrier 1072, so that the rack 1062 drives the first elastic member 103 and the second elastic member 104 to extend and retract synchronously during the axial movement. By adopting the planetary gear speed reducing mechanism 107, the brake pedal simulator has the advantages of light overall weight and compact arrangement due to the fact that the planetary gear speed reducing mechanism 107 has the characteristics of light weight and small size. In addition, the transmission efficiency of the booster motor 101 can be effectively improved by providing the planetary gear speed reduction mechanism 107.
Optionally, the first elastic member 103 and the second elastic member 104 are coil springs. This allows for a rapid and sensitive response to the drive force exerted by the thrust structure 102 and/or the booster motor 101 for extension and retraction. In addition, although the coil springs are used for the first elastic member and the second elastic member in the present embodiment and the following six embodiments, this does not limit the scope of the present disclosure, and the first elastic member and the second elastic member may have various reasonable structures in the case where the first elastic member and the second elastic member are driven to expand and contract by the cooperation of the brake pedal, the thrust mechanism, the assist motor, and the transmission engagement mechanism.
Optionally, as shown in fig. 3, the brake pedal simulator further includes a spring seat including a first spring seat 110 for mounting the first elastic member 103 and cooperating with the thrust structure 102, and a second spring seat 111 for mounting the second elastic member 104, the rack 1062 of the rack and pinion mechanism 106 is formed on the second spring seat 111, and the second spring seat 111 abuts against the first elastic member 103. Specifically, for example, the first spring seat 110 may alternatively include a first flange engaged with the thrust structure 102 and an extension rod extending from the first flange toward one side, the second spring seat includes a second flange and a third flange arranged at an interval in the axial direction, a first extension rod extending from the second flange to the third flange in the axial direction and used for forming the rack 1062, and a second extension rod extending from the third flange in a direction away from the second flange in the axial direction, the second flange is opposite to the first flange, the first elastic member 103 is mounted on the extension rod, and both ends thereof are respectively abutted against the first flange and the second flange, and the second elastic member 104 is mounted on the second extension rod, and one end of the second elastic member 104 is abutted against the third flange, and the other end thereof can be abutted within the housing 120 of the brake pedal simulator. With the arrangement structure as described above, the first elastic member 103 and the second elastic member 104 can reliably and stably achieve synchronous telescoping by being driven by the thrust structure 102 and/or the rack and pinion mechanism 106. However, the present disclosure is not limited thereto, and the specific structure of the spring seat may be designed appropriately according to the actual situation, as long as the function of supporting the first elastic member 103 and the second elastic member 104 and simultaneously enabling the first elastic member 103 and the second elastic member 104 to synchronously extend and contract is achieved. For example, the telescoping first spring seat 110, the rack 1062, and the second spring seat 111 may be integrally formed.
Alternatively, as shown in fig. 1 and 4, the thrust structure 102 includes a first thrust rod 1021 hinged to the brake pedal 100 and a second thrust rod 1022 hinged to the first thrust rod 1021, the second thrust rod 1022 is formed as a ball stud, and the ball 1023 of the second thrust rod 1022 is arc-fitted with the first spring seat 110. Therefore, when the driver steps on the brake pedal 100 to change the displacement, the first thrust rod 1021 and the second thrust rod 1022 also change the displacement, and the ball 1023 of the second thrust rod 1022 is matched with the cambered surface of the first spring seat 110, so that the second thrust rod 1022 can adapt to the change of the angle, and the motion interference phenomenon can be prevented. Here, optionally, the radius of curvature of the ball head 1023 is smaller than the radius of curvature of the first spring seat 110 corresponding to the arc-shaped mating surface of the ball head 1023. Therefore, the ball 1023 of the second thrust rod 1022 and the arc-shaped matching surface of the first spring seat 110 are allowed to move relatively within a proper range, so that the transmission process among the brake pedal 100, the thrust structure 102, the first elastic member 103 and the second elastic member 104 is smoother. However, the present disclosure is not limited thereto, and the engagement between the thrust structure 102 and the first spring seat 110 may adopt other reasonable structures, for example, the second thrust rod 1022 and the first spring seat 110 may adopt a ball-pair engagement form, a universal joint connection form, or a form in which the second thrust rod 1022 directly abuts against an end surface of the first spring seat 110.
Optionally, the hinged end of the second thrust bar 1022 is provided with a U-shaped hinged seat 1024, hinge holes 1025 are respectively formed on two side plates of the hinged seat 1024, and the second thrust bar 1022 penetrates through the bottom plate 1026 of the hinged seat 1024 and is screwed on the bottom plate 1026 by a nut 1027 arranged on the bottom plate 1026 so as to be capable of adjusting the position in the axial direction. Wherein, the second thrust bar 1022 is hinged with the first thrust bar 1021 through a hinge hole 1025 on a hinge base 1024, and in addition, the pedal preset force and the pedal idle stroke of the brake pedal 100 can be adjusted through the threaded cooperation of a nut 1027 on a bottom plate 1026 and the second thrust bar 1022. However, the disclosure is not limited thereto, and the pedal preset force and the pedal idle stroke of the brake pedal 100 may be adjusted by other forms, for example, the first thrust rod 1021 or the second thrust rod 1022 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 a sleeve pipe, which 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 this modified embodiment can be applied to the other six embodiments below.
Optionally, as shown in fig. 4 and 5, a latching seat 1028 is sleeved on a portion of the second thrust rod 1022 close to the ball head 1023, a plurality of latching protrusions 1029 extending in the axial direction are circumferentially arranged on an outer peripheral surface of the latching seat 1028 at intervals, and a latching groove 1101 matched with the latching protrusions 1029 is formed at one end of the first spring seat 110 corresponding to the latching seat 1028. Here, the locking seat 1028 may be loosely fitted to the outer circumferential surface of the second thrust rod 1022, so that it is possible to prevent the locking seat 1028 from interfering with the movement of the second thrust rod 1022 according to the change in the positions of the brake pedal 100 and the first thrust rod 1021. As described above, the second thrust rod 1022 and the first elastic member 103 can be reliably connected by the engagement of the locking projection of the locking seat 1028 with the locking recess 1101 of the first spring seat 110. However, the disclosure is not limited thereto, and the form of the engagement between the thrust structure 102 and the first elastic member 103 may adopt other reasonable structures.
Optionally, the brake pedal simulator further comprises a controller 108 for controlling the operating state of the assist motor 101 and a sensor 109 for detecting the rotational speed of the assist motor 101. Wherein the sensor 109 may be disposed on the output shaft 1011 of the assist motor 101, or as shown in fig. 1, the sensor 109 may be disposed on an end of the gear shaft 1061 opposite to the output shaft 1011 and the sensor 109 may be integrated on the controller 108 and electrically connected to the controller 108. The booster motor 101 and the planet wheel speed reducing mechanism 107 can be positioned on one side of the rack and pinion mechanism 106, and the sensor 109 and the controller 108 are positioned on the other side of the rack and pinion mechanism 106, so that the structural arrangement of the brake pedal simulator is more reasonable. With the above-mentioned structure, when the driver steps on the brake pedal 100, the thrust structure 102 drives the first elastic member 103 and the second elastic member 104 to be compressed axially at the same time, the thrust structure 102 receives the reverse acting force provided by the cooperation of the first elastic member 103 and the second elastic member 104, and when the brake pedal force applied to the brake pedal 100 by such reverse acting force reaches a preset value, the controller 108 controls the power-assisted motor 101 to be started so that the output torque thereof is transmitted to the first elastic member 103 and the second elastic member 104 through the planetary gear reduction mechanism 107 and the rack and pinion mechanism 106 in order to provide power assistance to the brake pedal 100 and the thrust structure 102 to further compress the first elastic member 103 and the second elastic member 104, so that the brake pedal 100 and the thrust structure 102 undergo further displacement change, and because the rack and pinion mechanism 106 receives a part of the reverse acting force applied by the first elastic member 103 and the second elastic member 104, the reaction force received by the thrust structure 102 can thereby be reduced, so that the brake pedal 100 obtains an appropriate brake pedal force, and thus the target values of the pedal force and the pedal stroke of the brake pedal 100 can be simulated. Among them, the sensor 109 is used to detect the rotation speed of the power-assisted motor 101 in real time and can feed back to the controller 108 in real time to monitor the pedal stroke of the brake pedal 100 in real time, thereby improving the operational reliability of the brake pedal simulator.
Alternatively, as shown in fig. 6, the brake pedal simulator includes a housing 120, and the housing 120 includes the mounting portion 105, a first housing portion 1201 for accommodating the first elastic member 103 and the second elastic member 104, a second housing portion 1202 for accommodating the booster motor 101, the planetary gear reduction mechanism 107, and the like, and a third housing portion 1203 for accommodating the controller 108 and the sensor 109, wherein an end of the second elastic member 104 abuts against an inner end wall of the first housing portion 1201, and the thrust structure 102 is exposed from the first housing portion 1201 and the mounting portion 105. Wherein the mounting portion 105, the first housing portion 1201, the second housing portion 1202 and the third housing portion 1203 are in communication with each other. The first, second, and third housing portions 1201, 1202, 1203 may be assembled as one body by fasteners such as bolts, and the second and third housing portions 1202, 1203 may be located on opposite sides of the first housing portion 1201. The mounting portion 105 may be mounted on the first housing portion 1201, or may be integrally formed with the first housing portion 1201. The mounting portion 105 may be mounted to the vehicle body by a fastener 1051 such as a bolt, and the brake pedal 100 may be exposed to the cab, and the thrust structure 102 may be selectively partially exposed to the cab for operation. In addition, a dust cover 1204 for covering a part of the outer circumferential surface of the second thrust rod 1022 may be provided on the fitting portion 105 to perform sealing and dust-proof functions. 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 120 may be appropriately designed according to the arrangement structure of the brake pedal simulator.
The structure of the brake pedal simulator in the first embodiment is described above with reference to fig. 1 to 6, and features of the first embodiment, such as the brake pedal structure, the first thrust rod, the second thrust rod, and the like, may be applied to other embodiments described below without departing from the concept of the present invention, and a brake pedal simulator according to a second embodiment of the present disclosure will be described in detail below with reference to fig. 7 to 10, and the transmission engagement mechanism in the present embodiment is a rack and pinion mechanism similar to that in the first embodiment.
As shown in fig. 7 and 8, a brake pedal simulator according to a second embodiment of the present disclosure includes a brake pedal 200, a booster motor 201, a fitting portion 205 for fitting to a vehicle body, a first elastic member 203 and a second elastic member 204 arranged on both sides of the fitting portion 205 at an interval in an axial direction, a rack and pinion mechanism 206 located between the first elastic member 203 and the second elastic member 204, a thrust structure 202 hinged to the brake pedal 200 and cooperating with the first elastic member 203 to be able to drive the first elastic member 203 and the second elastic member 204 while extending and retracting in the axial direction, the first elastic member 203 and the second elastic member 204 cooperating together to provide a pedal preset force to the brake pedal 200, an output shaft 2011 of the booster motor 201 cooperating with the first elastic member 203 and the second elastic member 204 through the rack and pinion mechanism 206, to provide assistance to the actuation of the thrust structure 202.
Therefore, when a driver steps on the brake pedal 200, the thrust structure 202 drives the first elastic member 203 and the second elastic member 204 to be compressed along the axial direction simultaneously, the thrust structure 202 receives a reverse acting force provided by the cooperation of the first elastic member 203 and the second elastic member 204, when the brake pedal force applied to the brake pedal 200 by the reverse acting force reaches a preset value, the boosting motor 201 is started to enable the output torque thereof to be transmitted to the first elastic member 203 and the second elastic member 204 through the rack and pinion mechanism 206 to provide boosting for the brake pedal 200 and the thrust structure 202, so that the rack and pinion mechanism 206 drives the first elastic member 203 to move along the direction in which the axial direction is compressed in the process of further compressing the second elastic member 204 by the rack and pinion mechanism 206, the brake pedal 200 and the thrust structure 202 further generate displacement change, and the rack and pinion mechanism 206 receives a part of the reverse acting force provided by the cooperation of the first elastic member 203 and the second elastic member 204, the reaction force received by the thrust structure 202 can thereby be reduced, so that the brake pedal 200 obtains an appropriate brake pedal force, and the target values of the pedal force and the pedal stroke of the brake pedal 200 can be simulated. Here, the first elastic member 203 and the second elastic member 204 serve as simulation elements of pedal force and pedal stroke of the brake pedal 200, and when the booster motor 201, the rack and pinion mechanism 206, the second elastic member 204, or other components fail and fail to operate normally, the first elastic member 203 provides the brake pedal 200 with the base pedal force to realize the brake feeling of the brake pedal 200, thereby enabling continuous braking and maintaining the brake function, thereby improving the safety performance of the brake pedal simulator. In addition, when the driver releases the brake pedal 200, the power of the assist motor 201 is cut off, so that the first elastic member 203 and the second elastic member 204 are automatically returned by the elastic restoring force thereof. The characteristics of the brake pedal 200 are simulated by the brake control method, and the existing hydraulic brake component is replaced by the cooperation of the booster motor 201 and the rack-and-pinion mechanism 206, 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 gear rack mechanism is adopted as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may adopt other reasonable arrangement structures.
In the present embodiment, the point different from the first embodiment is mainly that the first elastic member 203 and the second elastic member 204 are located at both sides of the fitting portion 205, wherein the fitting portion 205 may be fitted at a boundary between an engine compartment and a cab of a vehicle, so that when the brake pedal simulator is fitted to a vehicle body through the fitting portion 205, the first elastic member 203 located at one side of the fitting portion 205 may be exposed to the cab, and the second elastic member 204 located at the other side of the fitting portion 205 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 fitting portion 205 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. Other points of difference between the present embodiment and the first embodiment are specifically described below.
In addition, although the first elastic member 203 and the second elastic member 204 are disposed at intervals on both sides of the fitting portion 205, a function of achieving the synchronous movement of the first elastic member 203 and the second elastic member 204 may be achieved by various arrangement structures. For example, the simplest way is to provide a connection between the first elastic member 203 and the second elastic member 204 to achieve synchronous movement of the two members.
In the present embodiment, as shown in fig. 7 to 9, optionally, the rack-and-pinion mechanism 206 includes a pinion shaft 2061 and a rack 2062, the pinion shaft 2061 is connected to the output shaft 2011 of the assist motor 201 and is provided with an assist pinion 2063 engaged with the rack 2062, a first end of the rack 2062 is connected to the first elastic member 203, and a second end of the rack 2062 is connected to or abutted against the second elastic member 204. Here, the rack 2062 may be connected to the first and second elastic members 203 and 204 through respective mounting seats for mounting the first and second elastic members 203 and 204. However, the arrangement between the rack 2062 and the first elastic member 203 and the second elastic member 204 is not particularly limited in this disclosure, as long as the rack 2062 can receive the output force from the assist motor 201 by engaging with the assist gear 2063, so that the rack 2062 can move the first elastic member 203 and the second elastic member 204 in the axial compression direction to realize the synchronous compression of the first elastic member 203 and the second elastic member 204. In the present embodiment, as shown in fig. 7, one end of the rack 2062 may be connected to the first elastic member 203, and the other end may abut against the second elastic member 204.
Optionally, the output shaft 2011 of the assist motor 201 is connected to the gear shaft 2061 through a transmission mechanism. Here, the transmission mechanism may adopt various reasonable structures to transmit the output torque of the assist motor 201 to the gear shaft 2061 of the rack-and-pinion mechanism 206 at an appropriate transmission ratio, so that the rack 2062 can reliably compress the first elastic member 203 and the second elastic member 204 to quickly and accurately simulate the pedal force and the pedal stroke of the brake pedal 200.
Alternatively, the transmission mechanism includes a speed reduction mechanism connected to the output shaft 2011 of the booster motor 201, and the gear shaft 2061 is connected to an output end of the speed reduction mechanism. 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. In the present embodiment, the reduction mechanism is a gear reduction mechanism 207, and the gear reduction mechanism 207 includes a first gear 2071 connected to the output shaft 2011 by a transmission shaft 2073 and a second gear 2072 engaged with the first gear 2071, and the second gear 2072 is provided on the gear shaft 2061. Thus, the output torque of the assist motor 201 is transmitted to the rack 2062 through the first gear 2071, the second gear 2072 and the assist gear 2063 in order to allow the rack 2062 to drive the first elastic member 203 and the second elastic member 204 to be compressed synchronously, thereby simulating the pedal force and the pedal stroke of the brake pedal 200. The brake pedal simulator has the advantages of simple structure and convenient maintenance through the gear pair speed reducing mechanism. In the above-described structure, the first gear 2071 and the second gear 2072 are straight gears, but the present disclosure is not limited thereto, and for example, the first gear 2071 and the second gear 2072 may have a bevel gear engagement structure.
Alternatively, the transmission shaft 2073 is parallel to the gear shaft 2061, and the assist motor 201 and the reduction mechanism are arranged on both sides of the rack 2062 in the radial direction, so that the arrangement structure of the brake pedal simulator is more compact and rationalized. However, the present disclosure is not limited thereto, and the arrangement of the booster motor 201, the reduction mechanism, and the rack and pinion mechanism 206 is appropriately designed according to the type of the reduction mechanism used.
Alternatively, the assist motor 201, the reduction mechanism, and the rack and pinion mechanism 206 are located on a side of the mounting portion 205 corresponding to the second elastic member 204, so that in a state where the brake pedal simulator is mounted to the vehicle body through the mounting portion 205 using a fastener 2051 such as a bolt, the assist motor 201, the reduction mechanism, and the rack and pinion mechanism 206 are reasonably arranged in a limited space of the engine compartment, thereby achieving an effect of compact structure and small volume of occupied mounting space. 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.
Optionally, the first elastic member 203 and the second elastic member 204 are coil springs. This allows for a rapid and sensitive response to the drive force exerted by the thrust structure 202 and/or the booster motor 201. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 203 and the second elastic member 204 may adopt various reasonable structures in the case that the cooperation of the brake pedal 200, the thrust structure 202, the assist motor 201, and the rack-and-pinion mechanism 206 can be ensured to drive the first elastic member 203 and the second elastic member 204 to extend and retract.
Optionally, the brake pedal simulator includes a first spring seat 210 for mounting the first elastic member 203 and a second spring seat 211 for mounting the second elastic member 204, one end of the first spring seat 210 is engaged with the thrust structure 202, the other end of the first spring seat 210 abuts against the second spring seat 211, and a rack 2062 of the rack and pinion mechanism 206 is formed in the middle of the first spring seat 210. Specifically, as shown in fig. 8 and 9, the first spring seat 210 includes a first flange and a first extension rod, the first flange is arranged along an axial direction, the first flange is engaged with the thrust structure 202 and can move along the axial direction together with the first extension rod, the first elastic member 203 is mounted on the first extension rod, one end of the first elastic member 203 abuts against the first flange, the other end of the first elastic member abuts against an abutting flange 2053 limited in the mounting portion 205, the first extension rod penetrates through the abutting flange 2053, the rack 2062 is formed in the middle of the first extension rod to be engaged with the power-assisted gear 2063, the rack 2062 is located on one side of the mounting portion close to the second elastic member 204, the second extension rod 211 includes a second flange in contact with an end of the first extension rod and a second extension rod extending from the second flange, the second elastic member 204 is mounted on the second extension rod, and one end of the second elastic member 204 abuts against an end of the second extension rod The other end of the second flange can abut against the inside of the housing 220 of the brake pedal simulator. Therefore, the first elastic member 203 and the second elastic member 204 can reliably and stably realize synchronous extension and retraction by the driving of the thrust structure 202 and/or the rack-and-pinion mechanism 206. However, the present disclosure is not limited thereto, and the specific structures of the first spring seat 210 and the second spring seat 211 may be designed appropriately according to actual conditions, as long as the function of synchronously extending and contracting the first elastic member 203 and the second elastic member 204 while respectively supporting the first elastic member 203 and the second elastic member 204 correspondingly can be realized.
Alternatively, as shown in fig. 7 to 10, the thrust structure 202 includes a first thrust rod 2021 hinged to the brake pedal 200 and a second thrust rod 2022 hinged to the first thrust rod 2021, the second thrust rod 2022 is formed as a ball stud, and a ball 2023 of the second thrust rod 2022 is arc-fitted to the first spring seat 210. Optionally, the radius of curvature of the ball head 2023 is less than the radius of curvature of the first spring seat 210 corresponding to the arcuate mating surface of the ball head 2023. Optionally, the hinged end of the second thrust rod 2022 is provided with a U-shaped hinge seat 2024 screwed thereto, hinge holes 2025 are respectively formed on both side plates of the hinge seat 2024, and the second thrust rod 2022 penetrates through the bottom plate 2026 of the hinge seat 2024 and is screwed to the bottom plate 2026 by a nut 2027 provided on the bottom plate 2026 so as to be adjustable in position in the axial direction. The above-described structural features are the same as those of the thrust structure 202 in the first embodiment, and the detailed description of the specific operational effects of the above-described structural features is omitted here to avoid redundancy.
Optionally, the brake pedal simulator further comprises a controller 208 for controlling the operating state of the assist motor 201 and a sensor 209 for detecting the rotation speed of the assist motor 201. The booster motor 201 and the gear pair speed reducing mechanism 207 can be positioned on one side of the rack and pinion mechanism 206, and the sensor 209 and the controller 208 are positioned on the other side of the rack and pinion mechanism 206, so that the structural arrangement of the brake pedal simulator is more reasonable. With the above-mentioned structure, when the driver steps on the brake pedal 200, the thrust structure 202 drives the first elastic member 203 and the second elastic member 204 to be compressed along the axial direction at the same time, the thrust structure 202 receives the reverse acting force provided by the cooperation of the first elastic member 203 and the second elastic member 204, and when the brake pedal force applied to the brake pedal 200 by such reverse acting force reaches the preset value, the controller 208 controls the start-up assisting motor 201 to make the output torque thereof transmitted to the first elastic member 203 and the second elastic member 204 via the gear pair reduction mechanism 207 and the rack and pinion mechanism 206 in sequence to provide the assisting force for the brake pedal 200 and the thrust structure 202, so that the rack 2062 of the rack and pinion mechanism 206 drives the first elastic member 203 to move along the direction in which the axial direction is compressed during the process of compressing the second elastic member 104, so that the brake pedal 200 and the thrust structure 202 further undergo displacement change, and because the rack and pinion mechanism 206 receives a part of the reverse acting force applied by the second elastic member 204, the reaction force received by the thrust structure 202 can thereby be reduced, so that the brake pedal 200 obtains an appropriate brake pedal force, and the target values of the pedal force and the pedal stroke of the brake pedal 200 can be simulated. Among them, the sensor 209 is used to detect the rotation speed of the power-assisted motor 201 in real time and can feed back to the controller 208 in real time to monitor the pedal stroke of the brake pedal 200 in real time, thereby improving the operational reliability of the brake pedal simulator.
Alternatively, as shown in fig. 11, the brake pedal simulator includes a housing 220, the housing 220 includes the mounting portion 205 and a first housing portion 2201 for accommodating the rack and pinion mechanism 206, a second housing portion 2202 for accommodating the assist motor 201, and a third housing portion 2203 for accommodating the second elastic member 204, and the mounting portion 205, the first housing portion 2201, the second housing portion 2202, and the third housing portion 2203 are communicated with each other. Wherein the end of the second elastic member 204 abuts against the inner end wall of the third housing portion 2203, the first housing portion 2201 has an opening with one side open, and the assembling portion 205 is engaged with the first housing portion 2201. Here, the first, second, and third housing portions 2201, 2202, and 2203 may be assembled integrally by a fastener such as a bolt, and the second and third housing portions 2202 and 2203 may be located at opposite sides of the first housing portion 2201. However, the present disclosure is not limited thereto, and the housing 220 may have other suitable structures. In addition, a first locking table 2205 and a second locking table 2206 which are arranged at intervals in the height direction may be protrudingly provided on the opening side of the first housing portion 2201, a limit protrusion 2052 which protrudes toward the opening side is formed on the mounting portion 205, and the mounting portion 205 is quickly positioned on the first housing portion 2201 by inserting the limit protrusion 2052 into the first locking table 2205 and the second locking table 2206, thereby realizing quick mounting. The brake pedal simulator has the effects of compact arrangement and modular design through the structure.
In the above description, the brake pedal simulator provided by the second embodiment of the present disclosure has been described, in which features different from those of the first embodiment are mainly described, and features of the two embodiments can be replaced and combined without contradiction, and thus, redundant description of the present disclosure is omitted.
A brake pedal simulator according to a third embodiment of the present disclosure will be described in detail below with reference to fig. 12 to 14.
As shown in fig. 12, a brake pedal simulator according to a third embodiment of the present disclosure includes a brake pedal 300, a booster motor 301, a mounting portion 305 for mounting to a vehicle body, a first elastic member 303 and a second elastic member 304 arranged on both sides of the mounting portion 305 at an interval in an axial direction and connected to each other, a thrust structure 302 hinged to the brake pedal 300 and cooperating with the first elastic member 303 to be able to drive the first elastic member 303 and the second elastic member 304 to simultaneously extend and retract in the axial direction, the first elastic member 303 and the second elastic member 304 cooperating together to provide a pedal preset force to the brake pedal 300, and an output shaft 3011 of the booster motor 301 cooperating with the second elastic member 304 through a screw mechanism 306 to be able to provide boosting force to drive the thrust structure 302.
Therefore, when a driver steps on the brake pedal 300, the thrust structure 302 drives the first elastic element 303 and the second elastic element 304 to be compressed along the axial direction simultaneously, the thrust structure 302 receives the reverse acting force provided by the cooperation of the first elastic element 303 and the second elastic element 304, when the brake pedal force applied to the brake pedal 300 by the reverse acting force reaches a preset value, the boosting motor 301 is started to enable the output torque thereof to be transmitted to the second elastic element 304 and the first elastic element 303 through the screw mechanism 306 to provide boosting for the brake pedal 300 and the thrust structure 302, the screw mechanism 306 drives the first elastic element 303 to move in the axial compression direction in the process of further compressing the second elastic element 304, so that the brake pedal 300 and the thrust structure 302 are subjected to displacement change further, and because the screw mechanism 306 receives a part of the reverse acting force provided by the cooperation of the first elastic element 303 and the second elastic element 304, the reaction force received by the thrust structure 302 can thereby be reduced, so that the brake pedal 300 obtains an appropriate brake pedal force, and the target values of the pedal force and the pedal stroke of the brake pedal 300 can be simulated. Here, the first elastic member 303 and the second elastic member 304 serve as simulation elements of the pedal force and the pedal stroke of the brake pedal 300, and when the booster motor 301, the screw mechanism 306, the second elastic member 304, or other components fail and fail to operate normally, the first elastic member 303 provides the brake pedal 300 with the base pedal force to realize the braking feeling of the brake pedal 300, so that the braking can be continued to maintain the braking function, thereby improving the safety performance of the brake pedal simulator. In addition, when the driver releases the brake pedal 300, the power-assisted motor 301 is de-energized so that the first elastic member 303 and the second elastic member 304 are automatically returned by their own elastic restoring force. The characteristics of the brake pedal 300 are simulated by the braking control method, and the existing hydraulic braking components are replaced by the cooperation of the boosting motor 301 and the screw mechanism 306, 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 present embodiment employs a screw mechanism 306 that is different from the rack and pinion mechanisms 106, 206 in the first and second embodiments, the present disclosure is not limited thereto, and the drive engagement mechanism may employ other reasonable arrangement structures.
In addition, technical features and operational effects of the first elastic member 303 and the second elastic member 304 on both sides of the fitting portion 305 are the same as those of the second embodiment, and detailed descriptions thereof will be omitted herein to avoid redundancy.
Optionally, the screw mechanism 306 is located between the first elastic member 303 and the second elastic member 304 and is disposed on a side of the mounting portion 305 corresponding to the second elastic member 304. Therefore, in a state that the brake pedal simulator is assembled to the vehicle body through the assembling portion 305 by the fastener 3051 such as a bolt, the booster motor 301, the speed reducing mechanism and the screw mechanism 306 are reasonably arranged in a 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. For example, the screw mechanism 306 may be disposed on a side of the end portion of the second elastic member 304 opposite to the first elastic member 303, and the screw mechanism 306 and the second elastic member 304 cooperate to move the first elastic member 303 in a direction in which the first elastic member 303 is axially compressed in a process of driving the second elastic member 304 to compress. Here, specifically, in the case where the opposite ends of the first elastic member 303 and the second elastic member 304 are connected by a connecting member, the screw mechanism 306 is engaged with one end of the second elastic member 304 corresponding to the first elastic member 303, whereby the above-described function can be achieved.
Optionally, the first elastic member 303 and the second elastic member 304 are coil springs. This allows for a rapid and sensitive response to the drive force applied by the thrust structure 302 and/or the booster motor 301 for extension and retraction. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 303 and the second elastic member 304 may adopt various reasonable structures in the case that the cooperation of the brake pedal 300, the thrust structure 302, the booster motor 301 and the screw mechanism 306 can be ensured to drive the first elastic member 303 and the second elastic member 304 to extend and retract.
Alternatively, as shown in fig. 12, the first elastic member 303 is engaged with the thrust structure 302 through a first spring seat 310, the second elastic member 304 is engaged with the screw mechanism 306 through a second spring seat 311, and the first spring seat 310 and the second spring seat 311 are connected to each other. Specifically, the first spring seat 310 includes an axially disposed first flange 3101 and a first extension rod 3102, the first flange 3101 is engaged with the thrust structure 302, the first elastic member 303 is mounted on the first extension rod 3102, one end of the first elastic member 303 abuts against the first flange 3101, the other end abuts against an abutting flange 3052 limited in the fitting part 305, the first extension rod 3102 penetrates the abutment flange 3052 and is movable in the axial direction with respect to the mounting portion 305 together with the first flange 3101, the second spring seat 311 includes a second flange 3111 and a second extension bar 3112 arranged in the axial direction, the second elastic member 304 is attached to the second extension bar 3112, one end of the second elastic member 304 can be in contact with the second flange 3111, and the other end can be in contact with the inside of the housing 320 of the brake pedal simulator, and the first extension bar 3102 is connected to the second flange 3111. Therefore, when the booster motor 301 is started, the output torque of the booster motor 301 is transmitted to the screw mechanism 306, the screw mechanism 306 transmits the driving force to the second elastic element 304, and the driving force is transmitted to the first elastic element 303 through the second elastic element 304, so that the screw mechanism 306 can drive the first elastic element 303 to move along the axial compression direction in the process of driving the second elastic element 304 to compress, and the synchronous extension of the first elastic element 303 and the second elastic element 304 can be reliably and stably realized. However, the present disclosure is not limited thereto, and the specific structures of the first spring seat 310 and the second spring seat 311 may be appropriately designed according to actual circumstances, as long as the function of synchronously extending and contracting the first elastic member 303 and the second elastic member 304 by being connected to each other while respectively supporting the first elastic member 303 and the second elastic member 304 correspondingly is achieved.
Alternatively, as shown in fig. 12, a base connected to the second flange 3111 through a plurality of links 312 is provided at an end portion of the first extending rod 3102 corresponding to the second flange 3111, the base includes a moving plate 3103 and a fixed plate 3104, the moving plate 3103 is connected to the end portion of the first extending rod 3102, the fixed plate 3104 is positioned between the moving plate 3103 and the first elastic member 303 and attached to the abutment flange 3052, the other end of the first elastic member 303 abuts against the fixed plate 3104, and the plurality of links 312 penetrate and are connected to the fixed plate 3104, the moving plate 3103, and the second flange 3111, and are adjustable in position in the axial direction on the fixed plate 3104. A plurality of connecting rods 312 may be formed on the second flange 3111 of the second spring seat 311, and through holes may be formed in the first spring seat 310 at positions corresponding to the connecting rods 312, that is, through holes may be formed in respective corresponding positions of the moving plate 3103 and the fixed plate 3104 of the base, so that the connecting rods 312 are mounted in the respective corresponding through holes of the moving plate 3103 and the fixed plate 3104 by means of screwing, etc., to realize the connection of the first spring seat 310 and the second spring seat 311, wherein the connecting rods 312 can be adjusted in position in the through holes of the fixed plate 3104 in the axial direction, and thus, the moving plate 3103, the connecting rods 312, and the second flange 3111 (i.e., the second spring seat 311) are driven to simultaneously move in the axial direction by the first extension rod 3102 of the first spring seat 310 in the process of moving in the axial direction by the driving of the thrust structure 302, and further, the second elastic member 304 can be driven to expand and contract. With this structure, the screw mechanism 306 may be located between the first spring seat 310 and the second spring seat 311, and specifically, may be located at a position between the fitting portion 305 and the second flange 3111 of the second spring seat 311. In addition, if the first spring seat 310 and the second spring seat 311 are coupled by means of screw coupling or the like in the above-described structure, the pedal pre-set force and the pedal idle stroke of the brake pedal 300 can be adjusted by adjusting the position of the coupling portion of the link and the through hole. However, the present disclosure is not limited thereto, and the first spring seat 310 and the second spring seat 311 may be connected by another method, which will not be described in detail herein.
Optionally, the output shaft 3011 of the booster motor 301 is connected to the screw mechanism 306 through a transmission mechanism. Here, the transmission mechanism may adopt various reasonable structures to transmit the output torque of the assisting motor 301 to the screw mechanism 306 with a proper transmission ratio, so that the screw mechanism 306 can reliably drive the second elastic member 304 to move along the axial direction in the process of compressing, thereby rapidly and accurately simulating the pedal force and the pedal stroke of the brake pedal 300.
Alternatively, the transmission mechanism includes a speed reducing mechanism connected to the output shaft 3011 of the assist motor 301, a transmission gear 313 connected to an output end of the speed reducing mechanism, the screw mechanism 306 includes an assist screw 3061 engaged with the second elastic member 304, and an assist gear 3062 mounted on an outer circumferential surface of the assist screw 3061 and formed with an internal thread threadedly engaged with the assist screw 3061, and the transmission gear 313 is engaged with the assist gear 3062 through an idler gear 314. Here, the assisting screw 3061 may be directly connected to the second spring seat 311 to be engaged with the second elastic member 304, so that the output torque of the assisting motor 301 is transmitted to the assisting screw 3061 through the speed reducing mechanism, the transmission gear 313 and the assisting gear 3062 in sequence, the driving force of the assisting screw 3061 is transmitted to the second elastic member 304, and the force applied to the second elastic member 304 is transmitted to the first elastic member 303 through the connecting rod 312 and the first spring seat 310, so that the assisting screw 306 drives the first elastic member 303 to move along the axial compression direction in the process of reliably driving the second elastic member 304 to compress. 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.
Alternatively, the assist motor 301, the speed reduction mechanism, and the screw mechanism 306 are located on a side of the mounting portion 305 corresponding to the second elastic member 304. Therefore, in a state that the brake pedal simulator is assembled to the vehicle body through the assembling portion 305 using the fastener 3051 such as a bolt, the booster motor 301, the reduction mechanism, and the screw mechanism 206 are reasonably arranged in a 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, the speed reduction mechanism is a planetary gear speed reduction mechanism 307, in the planetary gear speed reduction mechanism 307, a sun gear 3071 is connected with the output shaft 3011 of the booster motor 301, a planet carrier 3072 is connected with the wheel shaft of the transmission gear 313 as the output end of the speed reduction mechanism, and a ring gear 3073 is fixed in the housing 320 of the brake pedal simulator. In addition, the planetary gear reduction mechanism 307 is further provided with planetary gears 3074 meshing with the sun gear 3071 and the ring gear 3073, and a carrier 3072 is provided at the center of the planetary gears 3074. The above-described technical features and operational effects of the planetary gear reduction mechanism 307 according to the present embodiment are the same as those of the planetary gear reduction mechanism 107 according to the first embodiment, and detailed descriptions thereof will be omitted herein to avoid redundancy.
Alternatively, as shown in fig. 13, the thrust structure 302 includes a first thrust rod 3021 hinged to the brake pedal 300 and a second thrust rod 3022 hinged to the first thrust rod 3021, the second thrust rod 3022 is formed as a ball stud, and a ball 3023 of the second thrust rod 3022 is arc-fitted to the first spring seat 310. Optionally, the radius of curvature of the ball head 3023 is less than the radius of curvature of the first spring seat 310 corresponding to the arcuate mating surface of the ball head 3023. Alternatively, the hinge end of the second thrust rod 3022 is provided with a U-shaped hinge seat 3024, hinge holes 3025 are formed on both side plates of the hinge seat 3024, and the second thrust rod 3022 penetrates through the bottom plate 3026 of the hinge seat 3024 and is screwed to the bottom plate 3026 by a nut 3027 provided on the bottom plate 3026 so as to be adjustable in position in the axial direction. The structural features and operational effects of the thrust structure 102 are the same as those of the thrust structure 102 in the first embodiment, and detailed descriptions of specific operational effects of the structural features are omitted here to avoid redundancy.
Optionally, the brake pedal simulator further comprises a controller 308 for controlling the operating state of the assist motor 301 and a sensor 309 for detecting the rotation speed of the assist motor 301. Wherein a sensor 309 may be provided on the output shaft of the assist motor 301, the sensor 309 being electrically connected to the controller 308. Thus, when the driver steps on the brake pedal 300, the thrust structure 302 drives the first elastic member 303 and the second elastic member 304 to be compressed along the axial direction simultaneously, the thrust structure 302 receives the reverse acting force provided by the cooperation of the first elastic member 303 and the second elastic member 304, when the brake pedal force applied to the brake pedal 300 by the reverse acting force reaches a preset value, the controller 308 controls the power-assisted motor 301 to be started so that the output torque thereof is transmitted to the second elastic member 304 and the first elastic member 303 through the planetary gear speed reducing mechanism 307 and the screw mechanism 306 to provide the power assistance for the brake pedal 300 and the thrust structure 302, the screw mechanism 306 drives the first elastic member 303 to move in the direction of axial compression during further compressing the second elastic member 304, so that the brake pedal 300 and the thrust structure 302 are subjected to displacement change further, and because the screw mechanism 306 receives a part of the reverse acting force provided by the cooperation of the first elastic member 303 and the second elastic member 304, the reaction force received by the thrust structure 302 can thereby be reduced, so that the brake pedal 300 obtains an appropriate brake pedal force, and the target values of the pedal force and the pedal stroke of the brake pedal 300 can be simulated. Among them, the sensor 309 is used to detect the rotation speed of the power-assisted motor 301 in real time and can feed back to the controller 308 in real time to monitor the pedal stroke of the brake pedal 300 in real time, thereby being capable of improving the operational reliability of the brake pedal simulator.
Further, optionally, as shown in fig. 14, the brake pedal simulator includes a housing 320, the housing 320 includes the mounting portion 305, a first housing portion 3201 for accommodating the screw mechanism 306 and a part of the transmission mechanism (the transmission gear 313 and the idle gear 314), a second housing portion 3202 for accommodating the assist motor 301, and a third housing portion 3203 for accommodating the second elastic member 304, wherein an end of the second elastic member 304 abuts against an inner end wall of the third housing portion 3203. The mounting portion 305, the first housing portion 3201, the second housing portion 3202, and the third housing portion 3203 are in communication with each other. The first housing part 3201, the second housing part 3202, and the third housing part 3203 may be assembled integrally by fasteners such as bolts. In addition, the first housing part 3201 may be formed with oil holes for supplying lubricating oil to the screw mechanism 306 and the transmission mechanism. In addition, the mounting portion 305 may be mounted to the vehicle body by a fastener 3051 such as a bolt, and the brake pedal 300 may be exposed to the cab, and the thrust structure 302 and the first elastic member 303 may be selectively partially exposed to the cab according to actual conditions, so as to facilitate the operation and reduce the installation space of the brake pedal simulator in the engine compartment. In addition, a dust cover 3204 for covering a part of the outer circumferential surface of the second thrust rod 3022 and the first elastic member 303 may be provided on the fitting portion 305 to perform sealing and dust prevention functions. 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 320 may be appropriately determined according to the arrangement structure of the brake pedal simulator.
The above description is provided with reference to fig. 12 to 14 for describing a brake pedal simulator provided in a third embodiment of the present disclosure, wherein features different from those of the first and second embodiments are mainly described, and the features of the three embodiments can be replaced and combined without contradiction, and the present disclosure will not be described in detail.
A brake pedal simulator according to a fourth embodiment of the present disclosure will be described in detail below with reference to fig. 15 to 21.
As shown in fig. 15 and 16, a brake pedal simulator according to a fourth embodiment of the present disclosure includes a brake pedal 400, a booster motor 401, a fitting portion 405 for fitting to a vehicle body, a first elastic member 403 and a second elastic member 404 arranged on one side of the fitting portion 405 in an axial direction and connected to each other, a thrust structure 402 hinged to the brake pedal 400 and cooperating with the first elastic member 403 to be able to drive the first elastic member 403 and the second elastic member 404 while being telescopic in the axial direction, the first elastic member 403 and the second elastic member 404 cooperating together to provide a pedal preset force to the brake pedal 400, and an output shaft 4011 of the booster motor 401 cooperating with the second elastic member 404 through a screw mechanism 406 to be able to provide a booster for driving of the thrust structure 402. Here, the first elastic member 403 and the second elastic member 404 serve as simulation elements of pedal force and pedal stroke of the brake pedal 400, and in an initial state (i.e., in a state where the brake pedal 400 is not depressed), both the first elastic member 403 and the second elastic member 404 are in a compressed state to provide a pedal preset force to the brake pedal 400, wherein the first elastic member 403 can still maintain normal pedal force to the brake pedal 400 in a case where the second elastic member 404 fails, thereby improving safety performance of the brake pedal simulator.
Specifically, when the driver depresses the brake pedal 400, the thrust structure 402 drives the first elastic member 403 and the second elastic member 404 to be compressed in the axial direction simultaneously, the thrust structure 402 receives the reverse acting force provided by the first elastic member 403 and the second elastic member 404 cooperating with each other, when the brake pedal force applied to the brake pedal 400 by such reverse acting force reaches a preset value, the booster motor 401 is started to transmit the output torque thereof to the second elastic member 404 and the first elastic member 403 through the screw mechanism 406 to provide boosting for the brake pedal 400 and the thrust structure 402, and the screw mechanism 406 moves the first elastic member 403 in the direction in which the brake pedal 400 and the thrust structure 402 are compressed in the axial direction during further compressing the second elastic member 404, so that the brake pedal 400 and the thrust structure 402 undergo further displacement change, and because the screw mechanism 406 receives a part of the reverse acting force provided by the first elastic member 403 and the second elastic member 404, the reaction force received by thrust structure 402 can thereby be reduced, so that brake pedal 400 obtains a suitable brake pedal force, and the target values of the pedal force and pedal stroke of brake pedal 400 can be simulated. Here, when the parts such as the booster motor 401, the screw mechanism 406, the second elastic member 404, and the like fail to operate normally, the first elastic member 403 provides the brake pedal 400 with the basic pedal force to achieve the braking feeling of the brake pedal 400, and thus the braking can be continued to maintain the braking function. In addition, when the driver releases the brake pedal 400, the power-assisted motor 401 is de-energized so that the first elastic member 403 and the second elastic member 404 are automatically returned by their own elastic restoring force. The simulation of the characteristics of the brake pedal 400 is realized by the braking control method, and the existing hydraulic braking components are replaced by the cooperation of the booster motor 401 and the screw mechanism 406, 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 406 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.
Alternatively, the first elastic member 403 and the second elastic member 404 are coil springs. Thereby enabling telescoping in a quick and sensitive response to the driving force applied by the thrust structure 402 and/or the booster motor 401. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 403 and the second elastic member 404 may adopt various reasonable structures in the case that the cooperation of the brake pedal 400, the thrust structure 402, the booster motor 401 and the screw mechanism 406 can be ensured to drive the first elastic member 403 and the second elastic member 404 to extend and retract.
Alternatively, as shown in fig. 15 and 16, the first elastic member 403 is engaged with the thrust structure 402 through a first spring seat 410, the first spring seat 410 includes a first flange 415, one end of the first flange 415 corresponding to the thrust structure 402 is formed with a plurality of links 412 protruding in the axial direction and arranged at intervals in the circumferential direction, the plurality of links 412 are engaged with the thrust structure 402, and a portion of the screw mechanism 406 is located at a position between the first flange 415 and the thrust structure 402. Thereby, the arrangement structure of the booster motor 401, the screw mechanism 406, and the first and second elastic members 403 and 404 is made compact and the modular design is facilitated. However, the disclosure is not limited thereto, the screw mechanism 406 may be disposed on a side of an end portion of the second elastic member 404 opposite to the first elastic member 403, and the screw mechanism 406 and the second elastic member 404 cooperate to move the first elastic member 403 in a direction in which the first elastic member 403 is compressed in an axial direction during driving the second elastic member 404 to compress. Here, specifically, in the case where the opposite ends of the first elastic member 403 and the second elastic member 404 are coupled by a mount or the like, the screw mechanism 406 is engaged with an end of the second elastic member 404 corresponding to the first elastic member 403, and in this case, the thrust structure 402 may be directly coupled to the first spring seat 410. Therefore, the function of driving the first elastic member 403 to move along the axial direction in the process of compressing the second elastic member 404 by the screw mechanism 406 can be conveniently and easily realized. In addition, the engagement between the connecting rod 412 and the thrust structure 402 of the first spring seat 410 may be implemented by various structures, such as a threaded connection. In the case of the screw coupling, the pedal pre-set force and the pedal idle stroke of the brake pedal 400 can be adjusted by adjusting the position of the screw coupling portion of the connecting rod 412. However, the present disclosure is not limited thereto, and the first spring seat 410 and the thrust structure 402 may be connected in other manners.
Alternatively, as shown in fig. 16, the second elastic member 404 is engaged with the screw mechanism 406 through a second spring seat 411 and the first spring seat 410, the first spring seat 410 and the second spring seat 411 are arranged adjacent to each other in the axial direction, the second spring seat 411 includes a second flange 416, the assist screw of the screw mechanism 406 is connected with the first flange of the first spring seat 410 so as to abut against the second flange 416, both ends of the first elastic member 403 abut against the first flange 415 and the second flange 416, one end of the second elastic member 404 abuts against the second flange 416, and the other end can abut against the inside of the housing 420 of the brake pedal simulator. Here, optionally, the first spring seat 410 includes a first extending rod extending axially from the first flange 415, the second spring seat 411 includes a second extending rod extending axially from the second flange 416, the first elastic member 403 is mounted on the first extending rod, one end of the first elastic member 403 abuts against the first flange 415, the other end of the first elastic member 403 abuts against the second flange 416, the second elastic member 404 is mounted on the second extending rod, one end of the second elastic member 404 abuts against the second flange 416, and the other end of the second elastic member 404 can abut against the inside of the housing 420 of the brake pedal simulator. Therefore, the assisting screw of the screw mechanism 406 drives the second spring seat 411 through the first extension rod to drive the second elastic member 404 to compress, and in the process, the first elastic member 403 also moves along with the compression of the second elastic member 404 and the direction in which the second elastic member is axially compressed under the driving of the thrust structure 402. However, the present disclosure is not limited thereto, and the first spring seat 410 and the second spring seat 411 may have other suitable structures. The screw mechanism 406 may also be arranged to drive the first elastic member 403 and the second elastic member 404 simultaneously in compression.
Alternatively, as shown in fig. 15 to 20, the thrust structure 402 includes a first thrust rod 4021 hinged to the brake pedal 400 and a second thrust rod 4022 hinged to the first thrust rod 4021 through a hinge seat 4024, the hinge seat 4024 is formed as a U-shaped seat, hinge holes 4025 are formed in both side plates of the hinge seat 4024, respectively, and the second thrust rod 4022 penetrates through a bottom plate 4026 of the hinge seat 4024 and is screwed to the bottom plate 4026 through a nut 4027 provided on the bottom plate 4026 so as to be capable of adjusting a position in an axial direction. The second thrust rod 4022 is hinged to the first thrust rod 4021 through a hinge hole 4025 on a hinge seat 4024, and in addition, a nut 4027 on a bottom plate 4026 is in threaded fit with the second thrust rod 4022 to adjust the pedal preset force and the pedal idle stroke of the brake pedal 400. However, the present disclosure is not limited thereto, and the pedal preset force and the pedal idle stroke of the brake pedal 400 may be adjusted in other forms, for example, the first thrust rod 4021 or the second thrust rod 4022 may be arranged in a telescopic structure (for example, a structure of a sleeve rod which is engaged with a thread and a sleeve which is sleeved on the outer circumferential surface of the sleeve rod) which can be extended and retracted 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 preload force and the pedal lost motion is accomplished by the threaded engagement of the thrust structure 402 and the linkage of the first spring seat 410. The above modified embodiment can be applied to the other six embodiments.
Alternatively, as shown in fig. 17 to 19, the second thrust rod 4022 is formed as a ball stud, the thrust structure 402 further includes an abutment 4028 connected to a ball joint 4023 of the second thrust rod 4022, and a push plate 4029 connected to the link 412 and engaged with the abutment 4028, and the screw mechanism 406 is disposed at a position between the push plate 4029 and the first elastic member 403. Here, the push plate 4029 may be located on an inner peripheral surface of the through hole of the fitting portion 405, and the butt joint 4028 may penetrate through the push plate 4029 and be located by a fastening member such as a nut, where optionally, a through hole for penetrating the butt joint 4028 is formed in the push plate 4029, and a U-shaped pressure plate 40281 abutting on a side of the push plate 4029 close to the butt joint 4028 is formed in the butt joint 4028. Thus, when the butt joint 4028 is assembled and positioned with the push plate 4029, the U-shaped pressing plate 40281 abuts on the side of the push plate 4029 corresponding to the second thrust rod 4022, so that the push plate 4029 can be stably pushed by the U-shaped pressing plate 40281 such that the first elastic member 403 connected to the push plate 4029 and the second elastic member 404 connected to the first elastic member 403 are compressed in the axial direction. When a driver steps on the brake pedal 400 to change the displacement, the first thrust rod 4021, the second thrust rod 4022, the butt joint 4028 and the push disc 4029 also change the displacement, and the ball head 4023 of the second thrust rod 4022 is matched with the ball pair of the butt joint, so that the second thrust rod 4022 can adapt to the angle change, and the phenomenon of motion interference with the butt joint 4028 is prevented. However, the disclosure is not limited thereto, and alternatively, the ball head 4023 and the butt joint 4028 may be arc-shaped, and the radius of curvature of the ball head 4023 is smaller than the radius of curvature of the butt joint 4028 corresponding to the arc-shaped matching surface of the ball head 4023. Thus, relative movement between the ball 4023 of the second thrust rod 4022 and the arc-shaped mating surface of the butt joint 4028 is allowed within a proper range, so that the transmission process between the brake pedal 400, the thrust structure 402, the first elastic member 403 and the second elastic member 404 is smoother. For another example, the second thrust rod 4022 and the docking head 4028 may be connected by a universal joint or the second thrust rod 4022 may directly abut against an end surface of the docking head 4028. It should be noted that the fitting structure of the butt 4028 and the push plate 4029 is to drive the first elastic member 403 and the second elastic member 404 more reliably, and the arrangement structure of the thrust structure 402 may be appropriately changed when the above object is achieved and when no contradiction occurs, and such a change is within the scope of the present disclosure.
Optionally, the output shaft 4011 of the booster motor 401 is connected to the screw mechanism 406 through a transmission mechanism. Here, the transmission mechanism may adopt various reasonable structures to transmit the output torque of the assisting motor 401 to the screw mechanism 406 at a proper transmission ratio, so that the screw mechanism 406 can reliably drive the first elastic member 403 to move along the axial direction of compression in the process of compressing the second elastic member 404, and further quickly and accurately simulate the pedal force and the pedal stroke of the brake pedal 400.
Alternatively, the transmission mechanism includes a speed reducing mechanism connected to the output shaft 4011 of the assist motor 401, a transmission gear 413 connected to an output end of the speed reducing mechanism, the screw mechanism 406 includes an assist screw 4061 engaged with the second elastic member 404, and an assist gear 4062 mounted on an outer peripheral surface of the assist screw 4061 and formed with an internal thread engaged with the assist screw 4061, and the transmission gear 413 is engaged with the assist gear 4062 through an idler gear 414. The technical features and technical effects of the transmission mechanism and the screw mechanism 406 are the same as those of the transmission mechanism and the screw mechanism 306 according to the third embodiment, and the description thereof will be omitted.
Alternatively, the speed reduction mechanism is a planetary gear speed reduction mechanism 407, in the planetary gear speed reduction mechanism 407, a sun gear 4071 is connected to the output shaft 4011 of the booster motor 401, a planet carrier 4072 is connected to the wheel shaft of the transmission gear 413 as the output end of the speed reduction mechanism, and a ring gear 4073 is fixed in the housing 420 of the brake pedal simulator. In addition, the planetary reduction mechanism 407 is provided with a planetary gear 4074 that meshes with the sun gear 4071 and the ring gear 4073, and a carrier 4072 is provided at the center of the planetary gear 4074. The above-described features and effects of the planetary reduction mechanism 407 according to the present embodiment are the same as those of the planetary reduction mechanisms 107 and 307 according to the first and third embodiments, and detailed descriptions thereof will be omitted here to avoid redundancy.
Optionally, the brake pedal simulator further comprises a controller 408 for controlling the operating state of the assist motor 401 and a sensor 409 for detecting the rotation speed of the assist motor 401. Wherein a sensor 409 can be arranged on the output shaft of the booster motor 401, the sensor 409 being electrically connected to the controller 408. Thus, when the driver steps on the brake pedal 400, the thrust structure 402 drives the first elastic member 403 and the second elastic member 404 to be compressed axially at the same time, the thrust structure 402 receives the reverse acting force provided by the cooperation of the first elastic member 403 and the second elastic member 404, when the brake pedal force applied to the brake pedal 400 by the reverse acting force reaches a preset value, the controller 408 controls the power-assisted motor 401 to be started so that the output torque thereof is transmitted to the second elastic member 404 and the first elastic member 403 through the planetary reduction mechanism 407 and the screw mechanism 406 to provide the power assistance for the brake pedal 400 and the thrust structure 402, the screw mechanism 406 further compresses the second elastic member 404 to move the first elastic member 403 in the axial direction, so that the brake pedal 400 and the thrust structure 402 are further displaced and because the screw mechanism 406 receives a part of the reverse acting force provided by the cooperation of the first elastic member 403 and the second elastic member 404, the reaction force received by thrust structure 402 can thereby be reduced, so that brake pedal 400 obtains a suitable brake pedal force, and the target values of the pedal force and pedal stroke of brake pedal 400 can be simulated. Among them, the sensor 409 is used to detect the rotation speed of the power-assisted motor 401 in real time and can feed back the rotation speed to the controller 408 in real time to monitor the pedal stroke of the brake pedal 400 in real time, thereby improving the operational reliability of the brake pedal simulator.
Further, optionally, as shown in fig. 21, the brake pedal simulator includes a housing 420, and the housing 420 includes the mounting portion 405, a first housing portion 4201 for accommodating the screw mechanism 406 and a part of the transmission mechanism (a transmission gear 413 and an idle gear 414), a second housing portion 4202 for accommodating the booster motor 401, and a third housing portion 4203 for accommodating the first elastic member 403 and the second elastic member 404, wherein an end of the second elastic member 404 abuts against an inner end wall of the third housing portion 4203. The mounting portion 405, the first housing portion 4201, the second housing portion 4202, and the third housing portion 4203 are connected to each other. The first housing part 4201, the second housing part 4202, and the third housing part 4203 may be assembled integrally by a fastener such as a bolt. In addition, oil holes for supplying lubricating oil to the screw mechanism 406 and the transmission mechanism may be formed in the first housing portion 4201. In addition, the mounting portion 405 may be mounted to the vehicle body by a fastener 4051 such as a bolt, the brake pedal 400 may be exposed to the cab, and the thrust structure 402 may be selectively partially exposed to the cab 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 4204 for covering a part of the outer peripheral surface of the second thrust rod 4022 may be provided on the fitting portion 405 to perform sealing and dust prevention. 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 420 may be appropriately configured according to the arrangement structure of the brake pedal simulator.
The above description is provided with reference to fig. 15 to 21 for describing a brake pedal simulator provided in a fourth embodiment of the present disclosure, wherein features different from those of the first to third embodiments are mainly described, and the features of the four embodiments can be replaced and combined without contradiction, and the present disclosure will not be described in detail herein.
On the basis of the brake pedal simulator adopting the two elastic members arranged in series in the first to fourth embodiments, according to another aspect of the present disclosure, an automobile brake system is further provided, wherein the automobile brake system comprises any one of the brake pedal simulators in the first to fourth 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, a driver operates the brake pedal to input a braking command to the brake pedal simulator, wherein when the driver presses down the brake pedal, a thrust structure in the brake pedal simulator drives the first elastic member and the second elastic member to synchronously compress along the axial direction, the thrust structure is subjected to reverse acting force provided by the first elastic member and the second elastic member, and when the braking pedal force acting on the brake pedal by the reverse acting force reaches a preset value, the braking control unit sends a command for starting the power-assisted motor to the controller. After the boosting motor is started, the output torque of the boosting motor is transmitted to the first elastic piece and the second elastic piece through the transmission matching mechanism, so that boosting force can be provided for the brake pedal and the thrust structure to drive the first elastic piece and the second elastic piece to be further compressed, the brake pedal and the thrust structure are further subjected to displacement change, and a part of reverse acting force applied by the first elastic piece and the second elastic piece 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.
Four 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 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.
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 (15)

1. A brake pedal simulator is characterized by comprising a brake pedal (200), a booster motor (201), a mounting part (205) for mounting on a vehicle body, a first elastic member (203) and a second elastic member (204) which are arranged on two sides of the mounting part (205) at intervals along the axial direction, a gear and rack mechanism (206) positioned between the first elastic member (203) and the second elastic member (204), and a thrust structure (202) which is hinged to the brake pedal (200) and matched with the first elastic member (203) to drive the first elastic member (203) and the second elastic member (204) to simultaneously stretch along the axial direction, wherein the first elastic member (203) and the second elastic member (204) are jointly matched to provide pedal preset force for the brake pedal (200), and an output shaft (2011) of the booster motor (201) is connected with the first elastic member (203) and the second elastic member (204) through the gear and rack mechanism (206) to provide pedal preset force for the brake pedal (200) The second elastic member (204) is matched to provide assistance for driving the thrust structure (202), the brake pedal simulator comprises a first spring seat (210) used for installing the first elastic member (203) and a second spring seat (211) used for installing the second elastic member (204), one end of the first spring seat (210) is matched with the thrust structure (202), the other end of the first spring seat (210) abuts against the second spring seat (211), a rack (2062) of the rack and pinion mechanism (206) is formed in the middle of the first spring seat (210), the first spring seat (210) comprises a first flange and a first extension rod which are arranged along the axial direction, the first flange is matched with the thrust structure (202) and can move along the axial direction together with the first extension rod, the first elastic member (203) is installed on the first extension rod, and one end of the first elastic member (203) abuts against the first extension rod The other end of the first flange is abutted to an abutting flange (2053) limited in the assembling portion (205), the first extending rod penetrates through the abutting flange (2053) and is provided with a rack (2062) in the middle to be meshed with an assisting gear (2063) on an output shaft (2011) of the assisting motor (201), the second spring seat (211) comprises a second flange in contact with the end portion of the first extending rod and a second extending rod extending from the second flange, the second elastic piece (204) is installed on the second extending rod, one end of the second elastic piece (204) is abutted to the second flange, and the other end of the second elastic piece can be abutted to the inside of a shell (220) of the brake pedal simulator.
2. The brake pedal simulator according to claim 1, wherein the rack and pinion mechanism (206) includes a pinion shaft (2061) and the rack gear (2062), the pinion shaft (2061) is connected to the output shaft (2011) of the assist motor (201) and is provided with the assist gear (2063), a first end of the rack gear (2062) is connected to the first elastic member (203), and a second end of the rack gear (2062) abuts against or is connected to the second elastic member (204).
3. The brake pedal simulator according to claim 2, wherein the output shaft (2011) of the assist motor (201) is connected to the gear shaft (2061) through a transmission mechanism.
4. The brake pedal simulator according to claim 3, wherein the transmission mechanism includes a speed reduction mechanism connected to an output shaft (2011) of the assist motor (201), and the gear shaft (2061) is connected to an output end of the speed reduction mechanism.
5. The brake pedal simulator according to claim 4, wherein the reduction mechanism is a gear pair reduction mechanism (207), the gear pair reduction mechanism (207) including a first gear (2071) connected to the output shaft (2011) through a transmission shaft (2073) and a second gear (2072) engaged with the first gear (2071), the second gear (2072) being provided on the gear shaft (2061).
6. The brake pedal simulator according to claim 5, wherein the transmission shaft (2073) is parallel to the gear shaft (2061), and the assist motor (201) and the reduction mechanism are arranged on both sides in a radial direction of the rack gear (2062).
7. The brake pedal simulator according to claim 4, wherein the assist motor (201), the reduction mechanism, and the rack and pinion mechanism (206) are located on a side of the fitting portion (205) corresponding to the second elastic member (204).
8. The brake pedal simulator according to any one of claims 2-7, wherein the first elastic member (203) and the second elastic member (204) are coil springs.
9. The brake pedal simulator according to claim 1, characterized in that said thrust structure (202) comprises a first thrust bar (2021) hinged to said brake pedal (200) and a second thrust bar (2022) hinged to said first thrust bar (2021), said second thrust bar (2022) being formed as a ball stud, the ball head (2023) of said second thrust bar (2022) being cambered with respect to said first spring seat (210).
10. The brake pedal simulator of claim 9, wherein the radius of curvature of the ball head (2023) is smaller than the radius of curvature of the first spring seat (210) corresponding to the arcuate mating surface of the ball head (2023).
11. The brake pedal simulator according to claim 9, wherein the hinge end of the second thrust rod (2022) is provided with a U-shaped hinge seat (2024) to which the hinge end is screw-coupled, hinge holes (2025) are formed on both side plates of the hinge seat (2024), respectively, and the second thrust rod (2022) penetrates through a bottom plate (2026) of the hinge seat (2024) and is screw-coupled to the bottom plate (2026) by a nut (2027) provided on the bottom plate (2026) to be able to adjust a position in the axial direction.
12. The brake pedal simulator according to claim 1, further comprising a controller (208) for controlling an operating state of the assist motor (201) and a sensor (209) for detecting a rotational speed of the assist motor (201).
13. A vehicle brake system, characterized in that it comprises a brake pedal simulator according to any one of claims 1-12.
14. The vehicle brake system according to claim 13, comprising 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.
15. A vehicle, characterized in that it comprises a car brake system according to claim 13 or 14.
CN201710524805.XA 2017-06-30 2017-06-30 Brake pedal simulator, automobile brake system and vehicle Active CN109204265B (en)

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DE102013007574A1 (en) * 2013-05-02 2014-11-06 Volkswagen Aktiengesellschaft Actuating device for arrangement between a brake pedal and a master cylinder of a motor vehicle
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CN204567653U (en) * 2015-03-27 2015-08-19 同济大学 A kind of EHB

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