CN109278728B - Automobile brake pedal feeling simulator based on magneto-rheological damper - Google Patents

Automobile brake pedal feeling simulator based on magneto-rheological damper Download PDF

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Publication number
CN109278728B
CN109278728B CN201811155199.XA CN201811155199A CN109278728B CN 109278728 B CN109278728 B CN 109278728B CN 201811155199 A CN201811155199 A CN 201811155199A CN 109278728 B CN109278728 B CN 109278728B
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China
Prior art keywords
transmission shaft
damper
brake pedal
pedal
gear
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CN201811155199.XA
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CN109278728A (en
Inventor
王道明
王彪
訾斌
钱森
王正雨
钱钧
陈兵
罗洋均
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Hefei University of Technology
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Hefei University of Technology
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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
    • 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
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Control Devices (AREA)
  • Braking Elements And Transmission Devices (AREA)

Abstract

The invention relates to an automobile brake pedal feeling simulator based on a magneto-rheological damper, which comprises a pedal transmission mechanism, a gear transmission mechanism and a magneto-rheological damper mechanism, wherein the pedal transmission mechanism, the gear transmission mechanism and the magneto-rheological damper mechanism are respectively arranged on a base, the pedal transmission mechanism comprises a first transmission shaft, the gear transmission mechanism comprises a second transmission shaft connected with the first transmission shaft and a third transmission shaft connected with the second transmission shaft through a gear, the magneto-rheological damper mechanism comprises a brake disc connected with the third transmission shaft, one end of the first transmission shaft is provided with a rotary encoder, a brake pedal is arranged on the first transmission shaft, a pedal force sensor is arranged on the brake pedal, the brake disc is arranged in a closed cavity in a damper cover body, and the cavity is filled with magneto-rheological fluid. According to the technical scheme, the actual pedal force value is acquired through the pedal force sensor, and the accurate pedal force value can be obtained through comparing the actual pedal force with the theoretical pedal force difference value, so that the pedal feeling is simulated.

Description

Automobile brake pedal feeling simulator based on magneto-rheological damper
Technical Field
The invention relates to an automobile brake pedal simulator, in particular to an automobile brake pedal feeling simulator based on a magnetorheological damper.
Background
With the rapid development of new energy automobiles, brake-by-wire becomes the development trend of automobile braking. The traditional brake pedal for directly controlling the automobile brake through mechanical transmission cannot meet the development requirement of new energy automobiles. A pedal feel simulator for simulating the feel of the brake pedal of a motor vehicle is then created, the brake of the motor vehicle being indirectly controlled by means of an electrical signal.
The brake pedal feel simulator is mainly used for simulating the relationship between pedal force and pedal displacement, so that a driver has good brake pedal feel, and the brake state of an automobile brake is controlled through electric connection, so that a more intelligent, accurate and comfortable brake effect is realized. Most of the existing brake pedal feel simulators are passive, the brake pedal feel cannot be actively adjusted along with the change of the actual application environment, and the best braking effect cannot be ensured.
Disclosure of Invention
The invention aims to provide an automobile brake pedal feeling simulator based on a magnetorheological damper to realize simulation of real brake pedal feeling.
In order to achieve the purpose, the invention adopts the following technical scheme: the magnetorheological damper comprises a brake disc connected with a third transmission shaft, a rotary encoder is arranged at one end of the first transmission shaft, a brake pedal is arranged on the first transmission shaft, a pedal force sensor is arranged on the brake pedal, the brake disc is arranged in a closed cavity in a damper cover body, and the cavity is filled with magnetorheological fluid; the brake pedal is positioned between the first support and the second support and is in key connection with the first transmission shaft, a torsion spring is arranged between the brake pedal and the second support, one end of the torsion spring is connected with the brake pedal, the other end of the torsion spring is connected with the second support, one end of the second transmission shaft is provided with a shaft left connecting disc in bolt connection with a shaft right connecting disc, an overrunning clutch is arranged between the shaft left connecting disc and the second transmission shaft, and the overrunning clutch is a one-way bearing;
the controller comprises a data acquisition unit for acquiring data of the rotary encoder and the pedal force sensor, a first output end of the data acquisition unit is connected with a calculation unit, the calculation unit is connected with a PID control unit, and a second output end of the data acquisition unit is connected with the PID control unit.
A first sleeve is sleeved on a first transmission shaft between the brake pedal and the first bearing, and the first support and the second support are vertically fixed on the base.
The one end of first transmission shaft passes through flexible coupling and rotary encoder and links to each other, the other end of first transmission shaft passes through axle right side connection pad and links to each other with the secondary drive axle, axle right side connection pad and first transmission shaft key-type connection, rotary encoder, first transmission shaft and secondary drive axle the central axis identical, rotary encoder pass through the fix with screw on the third support, third support vertical fixation on the base.
A limiting rod for limiting the initial position of the brake pedal is arranged between the first support and the second support, and the limiting rod horizontally penetrates through the first support and the second support.
The second transmission shaft install in fourth support and fifth support through third bearing and fourth bearing respectively, the third transmission shaft install in fourth support and fifth support through fifth bearing and sixth bearing respectively, second transmission shaft and third transmission shaft on be equipped with first gear and second gear respectively, first gear and second gear intermeshing and the diameter of first gear be greater than the second gear, fourth support and fifth support vertical fixation on the base.
And the left shaft connecting disc and the overrunning clutch as well as the overrunning clutch and the second transmission shaft are in key connection respectively.
The second transmission shaft between freewheel clutch and the third bearing on the cover be equipped with the second sleeve, first gear and fourth bearing between the second transmission shaft on the cover be equipped with the third sleeve, second gear and fifth bearing between the second transmission shaft on the cover be equipped with the fourth sleeve, second gear and sixth bearing between the second transmission shaft on the cover be equipped with the fifth sleeve.
The damper cover body comprises a damper left cover and a damper right cover which are mutually folded and fixedly connected, the damper right cover is fixedly connected with a fifth support, the end face where the damper left cover and the damper right cover are folded is respectively and symmetrically provided with a first concave part and a second concave part, the first concave part and the second concave part are folded to form a closed cavity for accommodating a brake disc, a gap is reserved between the brake disc and the inner wall of the closed cavity, the damper right cover is provided with an air outlet hole, the damper left cover is provided with a liquid outlet, a liquid inlet and a lead port, and the air outlet hole, the liquid outlet and the liquid inlet are respectively communicated with the closed cavity.
And a magnet isolating ring is arranged between the right damper cover and the left damper cover, an excitation coil is arranged on the magnet isolating ring along the periphery of the magnet isolating ring, the excitation coil is controlled by current, and the wire end of the excitation coil is led out from a lead port.
The tip key-type connection of brake disc and third transmission shaft, one side that the brake disc is close to the attenuator right side lid be equipped with the skeleton oil blanket of sealed attenuator right side lid and third transmission shaft, one side that the brake disc is close to the attenuator left side lid be equipped with the for axle circlip.
According to the technical scheme, the actual pedal force value is acquired through the pedal force sensor, the rotation angle signal and the angular velocity signal of the first transmission shaft are acquired through the rotary encoder, the theoretical pedal force value is obtained, the accurate pedal force value can be obtained through comparison of the difference value of the actual pedal force and the theoretical pedal force, and therefore pedal feeling is simulated.
Drawings
FIG. 1 is a schematic perspective view of the present invention;
FIG. 2 is a front view of the present invention;
FIG. 3 is a left side view of the present invention;
FIG. 4 is a schematic perspective view of the pedal actuator of the present invention;
FIG. 5 is a cross-sectional view of the pedal drive mechanism of the present invention;
FIG. 6 is a perspective view of the gear assembly of the present invention;
FIG. 7 is a cross-sectional view of the gear assembly of the present invention;
FIG. 8 is a schematic perspective view of a magnetorheological damper of the present invention;
FIG. 9 is a cross-sectional view of a magnetorheological damper of the present invention;
FIG. 10 is a schematic force diagram of the brake pedal of the present invention;
FIG. 11 is a control schematic of the controller of the present invention;
FIG. 12 is a flowchart of a pedal force control method of the present invention;
FIG. 13 is a graph of the membership function for pedal speed according to the present invention;
FIG. 14 is a graph of membership functions for intensity coefficients according to the present invention.
Detailed Description
The invention is further described below with reference to the accompanying drawings:
as shown in fig. 1, 2, and 3, the automobile brake pedal feeling simulator based on a magnetorheological damper includes a pedal transmission mechanism 100, a gear transmission mechanism 200, and a magnetorheological damper mechanism 300 respectively disposed on a base 400, the pedal transmission mechanism 100 includes a first transmission shaft 101, the gear transmission mechanism 200 includes a second transmission shaft 201 connected to the first transmission shaft 101 and a third transmission shaft 202 connected to the second transmission shaft 201 through a gear, the magnetorheological damper mechanism 300 includes a brake disc 301 connected to the third transmission shaft 202, one end of the first transmission shaft 101 is provided with a rotary encoder 102, the first transmission shaft 101 is provided with a brake pedal 103, the brake pedal 103 is provided with a pedal force sensor 104, the brake disc 301 is disposed in a closed cavity inside a damper cover, and the cavity is filled with magnetorheological fluid.
As shown in fig. 11, the rotary encoder 102 and the pedal force sensor 104 are respectively connected to a controller, the controller includes a data acquisition unit 401 for acquiring data of the rotary encoder 102 and the pedal force sensor 104, a first output end of the data acquisition unit 401 is connected to a calculation unit 402, the calculation unit 402 is connected to a PID control unit 403, and a second output end of the data acquisition unit 401 is connected to the PID control unit 403. Specifically, the rotary encoder 102 is configured to collect an angle signal, a direction signal, and an angular velocity signal of the first transmission shaft 101, where the angle signal may be equivalently converted into a pedal displacement value, and the angular velocity signal may be equivalently converted into a pedal velocity value; the calculation unit calculates a theoretical pedal force value through the numerical value collected by the rotary encoder 102 and transmits the theoretical pedal force value to the PID control unit; the pedal force sensor 104 is used for collecting the actual pedal force on the brake pedal 103 under the braking condition and directly transmitting the actual pedal force to the PID control unit; the PID calculates the deviation value of the actual pedal force value and the theoretical pedal force value according to the collected actual pedal force value and the theoretical pedal force value; and according to the deviation value, the PID control unit carries out PID feedback regulation to finally obtain an accurate actual pedal force value, so that pedal feeling is simulated.
As shown in fig. 12, 13 and 14, the state of the brake pedal can be obtained by the direction signal collected by the rotary encoder, that is, the brake pedal can be judged to be in a treading state or a releasing state by the direction signal collected by the rotary encoder; when the brake pedal is judged to be in a treading state, the pedal force can be adjusted by adjusting the current value on the excitation coil, and if the brake pedal is judged to be in a releasing state, the current value on the excitation coil is 0A.
Empirically, a steeper characteristic curve of pedal displacement versus pedal force can produce a better pedal feel as the pedal speed increases. Therefore, the invention simultaneously considers the influence of pedal displacement and pedal speed on pedal force, thereby simulating accurate and comfortable pedal feeling.
The relationship of the characteristic curve of pedal displacement and pedal force is assumed as follows:
F1＝α*β*f(s)；
wherein: f1 represents the theoretical pedal force;
s represents a pedal displacement value;
(s) a basic characteristic curve representing pedal displacement and pedal force;
α represents an intensity coefficient determined by the pedal speed;
β represents a directional coefficient.
And (3) selecting the strength coefficient by the pedal speed by using a fuzzy algorithm. The input variable is pedal speed and the output variable is pedal force.
The fuzzy set is:
V＝{VS，S，M，B，VB}
α＝{VS，S，M，B，VB}
the fuzzy rule is as follows:
if V＝VSthen α＝VS
if V＝S then α＝S
if V＝M then α＝M
if V＝B then α＝B
if V＝VB then α＝VB
wherein V represents pedal speed, the pedal speed range is [0, 300], unit is mm/S, and the membership range is VS [0, 50], S [40, 100], M [90, 160], B [150, 220], VB [200, 300 ]. The value range of the intensity coefficient alpha is [1, 1.3], and its subordination range is VS [1, 1.1], S [1.05, 1.15], M [1.1, 1.2], B [1.15, 1.25], VB [1.2, 1.3 ].
β represents the pedal rotation direction recognized by the rotary encoder, and β is 1 when the pedal rotation direction is downward, that is, the pedal is depressed. When the pedal rotation direction is upward, that is, the pedal is released, β becomes 0. When the pedal is kept still, the last value of beta is maintained.
Further, as shown in fig. 4 and 5, the first transmission shaft 101 is mounted in the first bracket 107 and the second bracket 108 through the first bearing 105 and the second bearing 106, respectively, and the first transmission shaft 101 can rotate around its central axis; the brake pedal 103 is positioned between the first support 107 and the second support 108, the brake pedal 103 is in key connection with the first transmission shaft 101, a torsion spring 109 is arranged between the brake pedal 103 and the second support 108, one end of the torsion spring 109 is connected with the brake pedal 103, the other end of the torsion spring 109 is connected with the second support 108, and the torsion spring 109 is used for generating restoring force to realize that the brake pedal 103 can return to the original position after being stepped; a first sleeve 110 is sleeved on the first transmission shaft 101 between the brake pedal 103 and the first bearing 105, the first sleeve 110 plays a positioning role, and the first bracket 107 and the second bracket 108 are vertically fixed on the base 400.
One end of the first transmission shaft 101 is connected with the rotary encoder 102 through the flexible coupling 111, the other end of the first transmission shaft 101 is connected with the second transmission shaft 201 through the shaft right connecting disc 112, the shaft right connecting disc 112 is in key connection with the first transmission shaft 101, the central axes of the rotary encoder 102, the first transmission shaft 101 and the second transmission shaft 201 are matched, the rotary encoder 102 is fixed on the third support 113 through screws, and the third support 113 is vertically fixed on the base 400.
A limiting rod 114 for limiting the initial position of the brake pedal 103 is arranged between the first bracket 107 and the second bracket 108, and the limiting rod 114 horizontally penetrates through the first bracket 107 and the second bracket 108.
Further, as shown in fig. 6 and 7, the second transmission shaft 201 is installed in the fourth bracket 205 and the fifth bracket 206 through the third bearing 203 and the fourth bearing 204, respectively, the third transmission shaft 202 is installed in the fourth bracket 205 and the fifth bracket 206 through the fifth bearing 207 and the sixth bearing 208, respectively, and the second transmission shaft 201 and the third transmission shaft 202 can rotate around their central axes, respectively; the second transmission shaft 201 and the third transmission shaft 202 are respectively provided with a first gear 209 and a second gear 210, the first gear 209 and the second gear 210 are meshed with each other, the diameter of the first gear 209 is larger than that of the second gear 210, and the fourth bracket 205 and the fifth bracket 206 are vertically fixed on the base 400.
Further, the gear assembly 200 is used to vary the torque transmitted, so that the magnetorheological damper mechanism 300 can meet the pedal effort requirement with only a small damping torque. As shown in fig. 10, the brake pedal 103 is rotatable around a center point O, L1 is a start position of the brake pedal 103, L2 is an actual position, F is a pedal force, the pedal force is acquired by the pedal force sensor 104, R is a vertical distance from the pedal force F to the center point O, α is a rotation angle, the angle is acquired by the rotary encoder 102, and if a damping torque is M and a transmission ratio between the first gear 209 and the second gear 210 is R, M ═ F × R/R exists, and the above equation is a mathematical relationship between the damping torque and the pedal force. By the formula, the damping torque can be converted into the actual pedal force, and the actual pedal force is transmitted to the data acquisition unit 401 by the pedal force sensor 104 and then transmitted to the PID control unit 403 by the data acquisition unit 401.
One end of the second transmission shaft 201 is provided with a shaft left connecting disc 211 in bolted connection with the shaft right connecting disc 112, the shaft left connecting disc 211 is matched with the central axis of the shaft right connecting disc 112, an overrunning clutch 212 is arranged between the shaft left connecting disc 211 and the second transmission shaft 201, the overrunning clutch 212 is a one-way bearing, the overrunning clutch 212 is matched with the central axis of the second transmission shaft 201, and key connections are respectively formed between the shaft left connecting disc 211 and the overrunning clutch 212 and between the overrunning clutch 212 and the second transmission shaft 201.
Further, when the brake pedal 103 is released, the second transmission shaft 201 and the third transmission shaft 202 do not rotate due to the presence of the overrunning clutch 212, and the brake pedal 103 is restored around the central axis of the first transmission shaft 101 by the restoring force of the torsion spring 109. A second sleeve 213 is sleeved on the second transmission shaft 201 between the overrunning clutch 212 and the third bearing 203, a third sleeve 214 is sleeved on the second transmission shaft 201 between the first gear 209 and the fourth bearing 204, a fourth sleeve 215 is sleeved on the second transmission shaft 201 between the second gear 210 and the fifth bearing 207, and a fifth sleeve 216 is sleeved on the second transmission shaft 201 between the second gear 210 and the sixth bearing 208. The second 213, third 214, fourth 215 and fifth 216 sleeves are all used for positioning.
Further, as shown in fig. 8 and 9, the damper cover body includes a left damper cover 302 and a right damper cover 303 that are opposite to each other and fixedly connected, the right damper cover 303 is fixedly connected to the fifth bracket 206, a first concave portion and a second concave portion are symmetrically disposed on opposite end surfaces of the left damper cover 302 and the right damper cover 303, the first concave portion and the second concave portion are opposite to each other to form a closed cavity for accommodating the brake disc 301, a gap is left between the brake disc 301 and an inner wall of the closed cavity, the right damper cover 303 is disposed with an air outlet hole 304, the left damper cover 302 is disposed with a liquid outlet 305, a liquid inlet 306 and a lead outlet 307, and the air outlet hole 304, the liquid outlet 305 and the liquid inlet 306 are respectively communicated with the closed cavity.
Specifically, when the magnetorheological fluid is injected, the liquid inlet 306 and the gas outlet 304 are opened at the same time, the liquid outlet 305 is closed, the magnetorheological fluid is injected from the liquid inlet 306, and the gas outlet 304 is used for removing redundant gas and detecting whether the magnetorheological fluid is filled; after the injection is completed, the liquid inlet 306 and the air outlet 304 are closed; when the magnetorheological fluid needs to be replaced, the liquid discharge port 305 is opened for discharge.
A magnetism isolating ring 308 is arranged between the damper right cover 303 and the damper left cover 302, and the magnetism isolating ring 308 is fixed between the damper right cover 303 and the damper left cover 302 and plays a role in magnetism isolating and sealing; the magnetism isolating ring 308 is provided with an excitation coil 309 along its outer periphery, the excitation coil 309 is controlled by a current, and a lead of the excitation coil 309 is led out from a lead port 307.
The brake disc 301 is in key connection with the end part of the third transmission shaft 202, one side of the brake disc 301 close to the damper right cover 303 is provided with a skeleton oil seal 310 for sealing the damper right cover 303 and the third transmission shaft 202, namely the skeleton oil seal 310 is arranged between the third transmission shaft 202 and the damper right cover 303 and plays a role in sealing so as to prevent the magnetorheological fluid from leaking; a shaft circlip 311 is provided on the brake disc 301 on the side closer to the damper left cover 302, and the shaft circlip 311 plays a role in positioning.
The working principle of the invention is as follows:
when a brake pedal is stepped on, the first transmission shaft drives the second transmission shaft to rotate, the second transmission shaft drives the third transmission shaft to rotate through meshing of gears, the third transmission shaft drives the brake disc to rotate, a rotary encoder collects a rotation angle signal, an angular speed signal and a direction signal of the first transmission shaft while rotating, the signals are transmitted to the data acquisition unit, the rotation angle signal is converted into pedal displacement in the data acquisition unit, the angular speed signal is converted into pedal speed, the converted value is transmitted to the calculation unit, and the calculation unit calculates a theoretical pedal force value and transmits the theoretical pedal force value to the PID control unit; while rotating, a pedal force sensor on the brake pedal collects the actual pedal force value at the moment, and the actual pedal force value is transmitted to a PID control unit through a data collection unit; and finally, subtracting the theoretical pedal force value from the actual pedal force value acquired by the PID control unit to obtain a deviation value, and performing PID feedback regulation according to the deviation value, namely, changing the state of magnetorheological fluid in the magnetorheological damper mechanism by regulating the exciting current value of the exciting coil by the PID control unit to generate different damping torques, changing the magnitude of the braking torque, detecting the braking torque by the pedal force sensor, comparing the braking torque with the theoretical pedal force value, and finally obtaining the accurate actual pedal force value so as to simulate the pedal feeling.
The invention has the beneficial effects that: (1) the invention can realize the active control of the pedal feeling simulator, can carry out rapid and convenient adjustment according to personal habits and specific vehicle type performance parameters, and can actively adjust the pedal feeling so as to achieve the satisfactory pedal feeling of a simulated driver. (2) The rotary encoder collects angle signals, direction signals and angular speed signals and can be used for identifying braking intentions; the pedal force sensor is adopted to collect pedal force signals, and feedback control can be realized at any time according to actual conditions. (3) The pedal feel simulator can realize the miniaturization and the simplification of the pedal feel simulator, and is favorable for realizing the brake-by-wire on a new energy automobile.
The above-mentioned embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements of the technical solution of the present invention by those skilled in the art should fall within the protection scope defined by the claims of the present invention without departing from the spirit of the present invention.

Claims (10)

1. A kind of car brake pedal feeling simulator based on magneto rheological damper, characterized by that: comprises a pedal transmission mechanism (100), a gear transmission mechanism (200) and a magneto-rheological damper mechanism (300) which are respectively arranged on a base (400), the pedal transmission mechanism (100) comprises a first transmission shaft (101), the gear transmission mechanism (200) comprises a second transmission shaft (201) connected with the first transmission shaft (101) and a third transmission shaft (202) connected with the second transmission shaft (201) through a gear, the magneto-rheological damper mechanism (300) comprises a brake disc (301) connected with the third transmission shaft (202), one end of the first transmission shaft (101) is provided with a rotary encoder (102), a brake pedal (103) is arranged on the first transmission shaft (101), a pedal force sensor (104) is arranged on the brake pedal (103), the brake disc (301) is arranged in a closed cavity inside the damper cover body, and magnetorheological fluid is filled in the cavity; the first transmission shaft (101) is respectively arranged in a first bracket (107) and a second bracket (108) through a first bearing (105) and a second bearing (106), the brake pedal (103) is positioned between the first bracket (107) and the second bracket (108), and the brake pedal (103) is connected with the first transmission shaft (101) in a key way, a torsion spring (109) is arranged between the brake pedal (103) and the second bracket (108), one end of the torsion spring (109) is connected with the brake pedal (103), the other end of the torsion spring (109) is connected with the second bracket (108), one end of the second transmission shaft (201) is provided with a shaft left connecting disc (211) which is connected with the shaft right connecting disc (112) through a bolt, an overrunning clutch (212) is arranged between the shaft left connecting disc (211) and the second transmission shaft (201), and the overrunning clutch (212) is a one-way bearing;
the controller comprises a data acquisition unit (401) used for acquiring data of the rotary encoder (102) and the pedal force sensor (104), a first output end of the data acquisition unit (401) is connected with a calculation unit (402), the calculation unit (402) is connected with a PID control unit (403), and a second output end of the data acquisition unit (401) is connected with the PID control unit (403).
2. The magnetorheological damper-based automobile brake pedal feel simulator of claim 1, wherein: a first sleeve (110) is sleeved on a first transmission shaft (101) between the brake pedal (103) and the first bearing (105), and the first support (107) and the second support (108) are vertically fixed on the base (400).
3. The magnetorheological damper-based automobile brake pedal feel simulator of claim 1, wherein: the one end of first transmission shaft (101) is passed through flexible shaft coupling (111) and is linked to each other with rotary encoder (102), the other end of first transmission shaft (101) passes through axle right side connection pad (112) and links to each other with second transmission shaft (201), axle right side connection pad (112) and first transmission shaft (101) key-type connection, rotary encoder (102), first transmission shaft (101) and second transmission shaft (201) the central axis identical, rotary encoder (102) pass through the fix with screw on third support (113), third support (113) vertical fixation on base (400).
4. The magnetorheological damper-based automobile brake pedal feel simulator of claim 2, wherein: a limiting rod (114) for limiting the initial position of the brake pedal (103) is arranged between the first support (107) and the second support (108), and the limiting rod (114) horizontally penetrates through the first support (107) and the second support (108).
5. The magnetorheological damper-based automobile brake pedal feel simulator of claim 1, wherein: the second transmission shaft (201) is respectively installed in a fourth support (205) and a fifth support (206) through a third bearing (203) and a fourth bearing (204), the third transmission shaft (202) is respectively installed in the fourth support (205) and the fifth support (206) through a fifth bearing (207) and a sixth bearing (208), the second transmission shaft (201) and the third transmission shaft (202) are respectively provided with a first gear (209) and a second gear (210), the first gear (209) and the second gear (210) are meshed with each other, the diameter of the first gear (209) is larger than that of the second gear (210), and the fourth support (205) and the fifth support (206) are vertically fixed on the base (400).
6. The magnetorheological damper-based automobile brake pedal feel simulator of claim 3, wherein: and the left shaft connecting disc (211) is in key connection with the overrunning clutch (212) and the overrunning clutch (212) is in key connection with the second transmission shaft (201).
7. The magnetorheological damper-based automobile brake pedal feel simulator of claim 5, wherein: second transmission shaft (201) between freewheel clutch (212) and third bearing (203) on the cover be equipped with second sleeve (213), second transmission shaft (201) between first gear (209) and fourth bearing (204) on the cover be equipped with third sleeve (214), second transmission shaft (201) between second gear (210) and fifth bearing (207) on the cover be equipped with fourth sleeve (215), second transmission shaft (201) between second gear (210) and sixth bearing (208) on the cover be equipped with fifth sleeve (216).
8. The magnetorheological damper-based automobile brake pedal feel simulator of claim 1, wherein: the damper cover body comprises a damper left cover (302) and a damper right cover (303) which are mutually involutory and fixedly connected, the damper right cover (303) is fixedly connected with a fifth support (206), the involutory end surfaces of the damper left cover (302) and the damper right cover (303) are respectively and symmetrically provided with a first concave part and a second concave part, the first concave part and the second concave part are involutory to form a closed cavity for accommodating a brake disc (301), a gap is reserved between the brake disc (301) and the inner wall of the closed cavity, the damper right cover (303) is provided with an air outlet (304), the damper left cover (302) is provided with a liquid outlet (305), a liquid inlet (306) and a lead port (307), and the air outlet (304), the liquid outlet (305) and the liquid inlet (306) are respectively communicated with the closed cavity.
9. The magnetorheological damper-based automobile brake pedal feel simulator of claim 8, wherein: a magnetism isolating ring (308) is arranged between the right damper cover (303) and the left damper cover (302), a magnet exciting coil (309) is installed on the magnetism isolating ring (308) along the periphery of the magnetism isolating ring, the magnet exciting coil (309) is controlled by current, and the wire end of the magnet exciting coil (309) is led out from a lead port (307).
10. The magnetorheological damper-based automobile brake pedal feel simulator of claim 8, wherein: brake disc (301) and the tip key-type connection of third transmission shaft (202), one side that brake disc (301) are close to attenuator right side lid (303) be equipped with skeleton oil blanket (310) of sealed attenuator right side lid (303) and third transmission shaft (202), one side that brake disc (301) are close to attenuator left side lid (302) be equipped with axle circlip (311).
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CN111497628B (en) * 2020-03-31 2021-07-09 南京航空航天大学 Vehicle pedal force compensation system based on magnetorheological fluid and control method
CN113085810B (en) * 2021-05-11 2022-07-22 重庆大学 Pedal force sense simulation device based on magneto-rheological
CN114228682B (en) * 2021-12-07 2023-03-14 东风汽车集团股份有限公司 Brake pedal simulator and vehicle
CN114701456A (en) * 2022-04-02 2022-07-05 武汉理工大学 Adjustable brake-by-wire pedal simulator

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