CN113232634B - Electric vehicle brake pedal simulator and brake pedal feedback control method - Google Patents
Electric vehicle brake pedal simulator and brake pedal feedback control method Download PDFInfo
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- CN113232634B CN113232634B CN202110620320.7A CN202110620320A CN113232634B CN 113232634 B CN113232634 B CN 113232634B CN 202110620320 A CN202110620320 A CN 202110620320A CN 113232634 B CN113232634 B CN 113232634B
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- brake pedal
- push rod
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- linear motor
- pedal
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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
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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
- 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
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Braking Elements And Transmission Devices (AREA)
Abstract
The invention discloses an electric vehicle brake pedal simulator and a brake pedal feedback control method, wherein the electric vehicle brake pedal simulator comprises a linear motor for generating simulation feedback force, a stroke detection mechanism for detecting the stepping stroke of a pedal and a return spring for returning the brake pedal; the linear motor comprises a cylindrical shell and a push rod which is arranged in the shell in an axially telescopic manner, and the return spring is axially arranged between the outer end part of the push rod and the shell; and the ends of the shell and the push rod, which are opposite to each other, are provided with mounting holes for hinging. The electric vehicle brake pedal simulator has the advantages of simple structure, convenience in installation, capability of providing brake pedal feedback force and improving driving experience.
Description
Technical Field
The invention relates to the technical field of electric automobile braking, in particular to an electric automobile brake pedal simulator and a brake pedal feedback control method.
Background
As the technology of electric vehicles matures, more and more automobile manufacturers are beginning to research and develop electric vehicles. Electric vehicles are motor driven and do not have an internal combustion engine, whereas conventional hydraulic braking systems rely on vacuum provided by the internal combustion engine as a source of assistance. Although the hydraulic brake system is still used in the current electric vehicle, a separate hydraulic device must be added, so that the cost of the brake system is increased and a lot of space is occupied.
With the further maturity and popularization of electric automobile technology, the drive-by-wire technology will be gradually applied to electric automobiles, including a steer-by-wire system, a throttle-by-wire system and a brake-by-wire system. The brake pedal of the brake-by-wire system is not directly connected with the wheel brake mechanism hydraulically or mechanically, and is a decoupled working mode.
When a driver steps on the brake pedal, the brake pedal is decoupled from the brake mechanism, the brake pedal transmits a brake instruction to an electric control system of the wheel brake mechanism through an electric signal, the electric control system performs brake control according to the received electric signal, but the reverse action of the wheel brake mechanism cannot be reversely transmitted to the brake pedal, the feedback feeling of the brake pedal of the traditional brake system is lacked, and the driver cannot feel the road surface or the vehicle body through the brake pedal.
Disclosure of Invention
Aiming at the defects of the prior art, the technical problems to be solved by the invention are as follows: how to provide an electric motor car brake pedal simulator and brake pedal feedback control method that simple structure, simple to operate can provide brake pedal feedback force, improve driving experience.
In order to solve the technical problems, the invention adopts the following technical scheme:
the electric vehicle brake pedal simulator is characterized by comprising a linear motor for generating simulated feedback force, a stroke detection mechanism for detecting the stepping stroke of a pedal and a return spring for returning the brake pedal; the linear motor comprises a cylindrical shell and a push rod which is arranged in the shell in an axially telescopic manner, and the return spring is axially arranged between the outer end part of the push rod and the shell; and the ends of the shell and the push rod, which are opposite to each other, are provided with mounting holes for hinging.
Furthermore, one end of the push rod, which is far away from the shell, is provided with a vertically arranged positioning plate, and two ends of the return spring are respectively abutted against the shell and the positioning plate.
Furthermore, the return spring is a spiral spring sleeved on the push rod.
Furthermore, the shell is internally and fixedly provided with an annular permanent magnet, and the inward end of the push rod is connected with a motor coil.
Furthermore, the push rod is made of stainless steel, and the stroke detection mechanism is a displacement sensor sleeved on the push rod and is arranged at the end part of the shell.
Further, the permanent magnet includes that an organic whole is annular first permanent magnet and is curved second permanent magnet, and is a plurality of the second permanent magnet meets along the circumferencial direction and is annular magnetism group, first permanent magnet and annular magnetism group are provided with a plurality ofly along the axial at interval in proper order.
Further, the first permanent magnet and the second permanent magnet are arranged in a Halbach array.
Further, the motor coils are axially provided with two groups.
A brake pedal feedback control method is characterized in that the electric vehicle brake pedal simulator is obtained firstly, the linear motor is installed on the brake pedal along the stepping direction of the brake pedal, and two ends of the linear motor are respectively hinged on the brake pedal and a pedal bracket; when the push rod is used, the linear motor is controlled to simulate feedback force in the axial direction of the push rod.
Further, when the device is used, the vibration frequency of the automobile body or the ABS frequency is obtained, and the linear motor is controlled to simulate feedback force in the axial direction of the push rod according to the vibration frequency of the automobile body or the ABS frequency.
In conclusion, the electric vehicle brake pedal simulator has the advantages of being simple in structure, convenient to install, capable of providing brake pedal feedback force and improving driving experience, and the brake pedal feedback control method can simulate the brake pedal feedback force and improve the driving experience.
Drawings
FIG. 1 is a schematic view of the overall structure of the brake pedal assembly of the present invention.
Fig. 2 is a schematic of the magnetic field of a halbach permanent magnet array.
Fig. 3 is a schematic structural diagram of the first permanent magnet.
FIG. 4 is a schematic structural diagram of a ring magnet assembly.
Fig. 5 is a schematic structural diagram of a motor coil.
Fig. 6 is a sectional view of the linear motor.
Fig. 7 is a schematic structural view of an initial state of the pedal simulator.
Fig. 8 is a structural diagram illustrating a braking state of the pedal simulator.
Fig. 9-13 are schematic diagrams of different positions of the motor coil within the magnetic field.
FIG. 14 is a flow chart of a brake pedal feedback control method.
Detailed Description
The invention will now be described in further detail with reference to an embodiment of a brake pedal assembly employing aspects of the invention.
In the specific implementation: as shown in fig. 1 to 10, a brake pedal assembly for an electric vehicle comprises a pedal bracket 1, a brake pedal 2 hinged to the pedal bracket 1, and an electric vehicle brake pedal simulator for generating a simulation feedback force, wherein the electric vehicle brake pedal simulator comprises a linear motor 3, one end of the linear motor 3 is hinged to the pedal bracket 1, and the other end of the linear motor is hinged to the middle of the brake pedal 2; and a stroke detection mechanism 4 for detecting the treading stroke of the pedal and a return spring 5 for returning the brake pedal are also arranged between the pedal bracket 1 and the brake pedal 2, and the linear motor 3 and the stroke detection mechanism 4 are both connected to the brake controller.
On the basis of the hardware configuration, during braking, a driver treads a brake pedal, a stroke detection mechanism acquires a detection signal of a pedal treading stroke and then sends the detection signal into a brake controller, the brake controller can calculate braking force acting on each wheel according to the signal, and meanwhile, the linear motor can be controlled according to the signal to generate axial thrust, pedal feedback force is simulated, brake feedback is given to the driver, and driving experience is improved. After the driver releases the brake pedal, the brake pedal is restored to the original position under the action of the return spring. The linear motor has simple structure, convenient and reliable control of axial thrust, and is beneficial to simplifying the structure of the brake pedal and convenient to install.
In implementation, the linear motor 3 includes a cylindrical housing 31 and a push rod 32 axially and telescopically disposed in the housing 31, an outer end portion of the push rod 32 is hinged to the brake pedal 1, the return spring 5 is a coil spring sleeved on the push rod 32, and two ends of the coil spring are respectively connected to the housing 31 and the brake pedal 2.
Thus, when the brake pedal is treaded, the push rod is pushed to contract towards the inside of the shell, and meanwhile, the return spring between the shell and the brake pedal is compressed. During installation, the reset spring is only required to be sleeved outside the push rod, one end of the reset spring is abutted to the end of the shell, meanwhile, the push rod is pulled out and hinged to the brake pedal, the other end of the reset spring is abutted to the hinged position of the push rod and the brake pedal, assembly can be completed, and operation is simple and convenient.
In implementation, one end of the push rod 32, which is away from the housing 31, is provided with a positioning plate 33 which is vertically arranged, and two ends of the return spring 5 are respectively abutted against the housing 31 and the positioning plate 33.
Like this, through locating plate with reset spring integrative the installing on linear electric motor, during the use, only need install linear electric motor and just can accomplish the assembly between pedal support and brake pedal, simplified mounting structure more.
In practice, the return spring 5 is a conical coil spring.
The conical spiral spring has good buffering performance and can bear large load.
In implementation, the housing 31 is internally and fixedly provided with an annular permanent magnet 34, the inward end of the push rod 32 is connected with a motor coil 35, and the motor coil 35 is electrically connected to the brake controller.
Therefore, when a driver treads the brake pedal, the push rod can push the motor coil to move axially in the shell, the coil moving in the magnetic field of the permanent magnet can generate induced electromotive force, and the electromotive force is in direct proportion to the movement speed of the motor coil, namely the pedaling speed of the brake pedal. The stepping speed of the brake pedal can be obtained by detecting the magnitude of the induced electromotive force. Meanwhile, the treading stroke of the brake pedal can be obtained, and the brake controller can calculate the braking force acting on each wheel according to the signal, so that the redundancy performance of the system is improved.
During implementation, the push rod 32 is made of stainless steel, the stroke detection mechanism 4 is a displacement sensor sleeved on the push rod 32 and mounted at the end of the shell 31, and in this embodiment, the displacement sensor is a differential transformer type displacement sensor.
Therefore, the stroke detection mechanism can be integrated on the linear motor together by adopting the displacement sensor sleeved on the push rod, and the installation structure is further simplified.
In practice, two sets of the motor coils 35 are arranged along the axial direction. The permanent magnet 34 is made of a neodymium iron boron strong magnetic material. Be annular first permanent magnet and be curved second permanent magnet including an organic whole, it is a plurality of the second permanent magnet meets along the circumferencial direction and is annular magnetic unit, first permanent magnet and annular magnetic unit are provided with a plurality ofly along the axial in proper order at interval. The first permanent magnet and the second permanent magnet are arranged in a Halbach array.
When the brake is not applied, the relative positions of the brake pedal, the push rod, the return spring and the linear motor are shown in fig. 7, and the distance between the lower end of the push rod and the bottom of the linear motor is S0, as shown in fig. 7. When braking is needed, a driver steps on the brake pedal 2, the brake pedal rotates around the support fixed pivot, the return spring is compressed, the push rod 32 and the stroke detection mechanism 4 are driven to move relatively, and the push rod 32 pushes the motor coil 35 to move downwards, as shown in fig. 8. At this time, the distance between the lower end of the push rod and the bottom of the linear motor is S1, and then the relative displacement of the push rod is:
S＝S0-S1
the stroke detection mechanism 4 can detect this displacement signal, thereby acquiring the brake pedal effort of the driver. The greater the force by which the driver steps on the brake pedal, the greater the amount of compression of the return spring 5, and the greater the relative displacement S between the push rod 32 and the stroke detection mechanism 4.
The motor coil moves in the magnetic gap, induced electromotive force can be generated in the motor coil, and the magnitude of the induced electromotive force is as follows:
E＝Blv
in the formula: b is induction intensity, and is approximately constant due to a magnetic field generated by the permanent magnet; l is the total length of the copper wire of the coil and is also a constant; v is the speed of movement of the coil, the magnitude of which is proportional to the brake pedal speed.
Therefore, the more quickly the driver steps on the brake pedal, the greater the induced electromotive force generated on the motor coil, which can be measured with the voltage sensor.
The pedal displacement and the coil induced electromotive force are collected by the sensor and then transmitted to the brake controller. The brake controller firstly calculates the speed of the driver stepping on the brake pedal according to the induced electromotive force and judges whether the brake pedal is in emergency braking. If the emergency braking is carried out, the brake controller directly controls each brake unit to provide the highest braking force; if the emergency braking is not performed, the brake controller calculates the braking force acting on each wheel according to the pedal displacement and the speed signal. Thereafter, the wheel brake unit provides a braking force to each wheel according to the received braking force signal.
In the braking process, if the road condition is good and the wheels are not in a locking state, the wheels are in a normal braking working condition at the moment and do not need to provide pedal feedback force. Under the condition of braking, the coil is not actively electrified, namely the linear motor does not provide thrust, and after braking is finished, the return spring 5 provides the restoring force of the brake pedal.
If the road surface is bumpy during braking, the amplitude of the vertical vibration and the horizontal swing of the whole vehicle is large, and a driver can actively and frequently adjust the braking force according to the vehicle speed and the amplitude of the vibration and the horizontal swing of the whole vehicle, namely the driver can frequently change the depth of treading the brake pedal. Under the condition, the pedal simulator is required to accurately acquire the braking requirement of the driver, and also is required to provide a certain feedback force for the driver, namely the linear motor is required to provide a certain reverse thrust for the brake pedal, so that the road condition is fed back to the driver in time. At the moment, the linear motor works in a long-stroke and low-thrust mode, and the mode can adapt to the situation that a driver actively and frequently changes the depth of treading a brake pedal; on the other hand, the situation that the thrust of the linear motor is larger than the force applied to the pedal by the driver does not occur, and the motion direction of the brake pedal is prevented from being opposite to the pedal direction expected by the driver. Under the condition, the two groups of copper wire windings of the linear motor are intermittently electrified to provide low-intensity feedback thrust in a longer motion range. Assuming that a linear motor is required to provide a reverse thrust, the relative positions of the motor coils and the permanent magnets are as shown in fig. 9. In the 'long stroke and small thrust' mode, the motor coil positioned above is electrified with current as shown in the figure, the motor coil positioned below is not electrified, and the linear motor provides upward thrust. If the driver reduces the force of stepping on the brake pedal, the moving coil moves upwards, when the driver moves to the position shown in fig. 10, the current is supplied to the motor coil positioned at the lower part as shown in the figure, the motor coil positioned at the upper part is not electrified, and the thrust provided by the linear motor still moves upwards. If the driver increases the force for stepping on the brake pedal, the moving coil moves downwards, the current shown in fig. 11 is supplied to the motor coil positioned at the lower part, the current is not supplied to the motor coil positioned at the upper part, and the thrust provided by the linear motor is still upwards. In summary, no matter what the relative position of the coil and the permanent magnet is, it is only required to ensure that the current is passed through one group of the windings and the direction of the generated electromagnetic force is upward. The magnitude and frequency of the current are determined by the vibration and swing frequency of the whole vehicle.
When the ABS system is activated due to emergency braking, the driver tends to depress the brake pedal deeply, i.e., the force applied to the brake pedal by the driver is large. This situation requires the linear motor to provide a large feedback force to the brake pedal to give the driver a clear and strong "foot-rest" feedback feel. Therefore, the linear motor should operate in a "short stroke high thrust" mode. In this mode, since the driver's instinctive reaction causes the brake pedal to be depressed deeply and hardly reduces the force for depressing the brake pedal actively, the linear motor is not required to provide a thrust force in a large stroke range, but the linear motor is required to provide a large thrust force. In this mode, if the two windings are in the magnetic field in the non-conducting direction, as shown in fig. 12, the two coils will be supplied with currents with the same magnitude but opposite directions, and the direction of the current should be ensured to be upward, so that the electromagnetic forces generated by the two coils will be superimposed on each other, and finally provide a multiplied thrust. If the two windings are in the magnetic field in the communicating direction, as shown in fig. 13, the two coils will be supplied with currents with the same magnitude and the same direction, and the direction of the current should be ensured to be upward, so that the electromagnetic forces generated by the two coils will be superimposed. The magnitude and frequency of the applied current are consistent with the braking frequency of the ABS system.
In the present embodiment, the operation flow of the brake pedal simulator is shown in fig. 14.
In order to further provide more realistic pedal feedback force, the following control method is further adopted in the embodiment:
firstly, an electric vehicle brake pedal simulator is obtained, wherein the electric vehicle brake pedal simulator comprises a linear motor 3, a stroke detection mechanism 4 and a return spring 5, and meanwhile, as shown in fig. 1, an axial pull pressure sensor 6 is axially installed at the end part of a push rod 32, the axial pull pressure sensor 6 is located on one side, deviating from the shell 31, of a positioning plate 33, and the other end of the axial pull pressure sensor is hinged to a brake pedal.
Because the reset spring is positioned between the positioning plate and the shell, the positioning plate, the push rod and the shell form the linear motor, namely the elastic force of the reset spring in the process of trampling and resetting the brake pedal is the internal acting force of the linear motor. Therefore, the axial tension and pressure sensor positioned on one side of the positioning plate, which is far away from the shell, can detect all axial forces of the brake pedal in the processes of stepping and resetting.
The electric vehicle brake pedal simulator with the structure is arranged on a brake pedal adopting a traditional hydraulic brake system, a circulating working condition experiment of a real vehicle is carried out, an electromotive force signal on a motor coil 35 of the linear motor 3, a stroke signal detected by the stroke detection mechanism 4 and a pressure signal detected by the axial tension pressure sensor are obtained in real time, and a pedal feedback force database is established.
And (2) leading the pedal feedback force database into a control system of the electric vehicle provided with the electric vehicle brake pedal simulator, acquiring an electromotive force signal on a motor coil 35 of the linear motor 3 and a stroke signal detected by the stroke detection mechanism 4 in real time, and controlling the linear motor 3 according to a corresponding pressure signal in the pedal feedback force database to ensure that the pressure signal detected by the axial pull pressure sensor is matched with the corresponding pressure signal in the pedal feedback force database.
In the embodiment, during a cycle condition experiment of the real vehicle, when the ABS system is started or the vehicle body vibration frequency exceeds a set frequency, an electromotive force signal on the motor coil 35 of the linear motor 3, a stroke signal detected by the stroke detection mechanism 4, and a pressure signal detected by the axial pull pressure sensor are acquired in real time to establish a pedal feedback force database.
During control, once the ABS system is started or the vehicle body vibration frequency exceeds a set frequency, the electromotive force signal on the motor coil 35 of the linear motor 3 and the stroke signal detected by the stroke detection mechanism 4 are collected in real time, and the linear motor 3 is controlled according to the corresponding pressure signal in the pedal feedback force database, so that the pressure signal detected by the axial pull pressure sensor is matched with the corresponding pressure signal in the pedal feedback force database.
In order to better control the brake pedal, the following steps can also be carried out:
the method comprises the steps of firstly establishing a pedal control model based on a machine learning algorithm, training the pedal control model by using data in a pedal feedback force database, and controlling a brake pedal simulator on the electric vehicle by using the trained pedal control model to simulate pedal feedback force.
The above description is only exemplary of the present invention and should not be taken as limiting, and any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (4)
1. The electric vehicle brake pedal simulator is characterized by comprising a linear motor (3) for generating simulated feedback force, a stroke detection mechanism (4) for detecting the treading stroke of a pedal and a return spring (5) for returning the brake pedal; the linear motor (3) comprises a cylindrical shell (31) and a push rod (32) which is arranged in the shell (31) in an axially telescopic manner, and the return spring (5) is axially installed between the outer end of the push rod (32) and the shell (31); the ends of the shell (31) and the push rod (32) which are opposite to each other are provided with mounting holes for hinging;
one end of the push rod (32) departing from the shell (31) is provided with a positioning plate (33) which is vertically arranged, and two ends of the return spring (5) are respectively abutted against the shell (31) and the positioning plate (33);
an axial pulling and pressing sensor (6) is axially mounted at the end part of the push rod (32), the axial pulling and pressing sensor (6) is positioned on one side, away from the shell (31), of the positioning plate (33), and the other end of the axial pulling and pressing sensor is hinged to a brake pedal;
an annular permanent magnet (34) is fixedly arranged in the shell (31), and the inward end of the push rod (32) is connected with a motor coil (35); the push rod (32) is made of stainless steel, and the stroke detection mechanism (4) is a displacement sensor sleeved on the push rod (32) and is arranged at the end part of the shell (31); the permanent magnet (34) comprises a first permanent magnet and an arc-shaped second permanent magnet which are integrated into a whole, the second permanent magnets are connected along the circumferential direction to form an annular magnetic group, and the first permanent magnet and the annular magnetic group are sequentially arranged at intervals along the axial direction; the first permanent magnet and the second permanent magnet are arranged in a Halbach array; two groups of motor coils (35) are arranged along the axial direction;
the pedal feedback force control system is characterized by further comprising a control system for storing a pedal feedback force database, wherein the stroke detection mechanism (4), the linear motor (3) and the axial pull pressure sensor (6) are all connected to the control system, and the pedal feedback force database is established by adopting the following steps:
the electric vehicle brake pedal simulator is installed on a brake pedal of a hydraulic brake system, a circulating working condition experiment of a real vehicle is carried out, an electromotive force signal on a motor coil of a linear motor (3), a stroke signal detected by a stroke detection mechanism (4) and a pressure signal detected by an axial pull pressure sensor (6) are obtained in real time, and a pedal feedback force database is established.
2. The electric vehicle brake pedal simulator according to claim 1, wherein the return spring (5) is a coil spring fitted over the push rod (32).
3. A brake pedal feedback control method is characterized in that the electric vehicle brake pedal simulator according to any one of claims 1-2 is obtained, the linear motor (3) is installed on the brake pedal along the stepping direction of the brake pedal, and two ends of the linear motor (3) are respectively hinged on the brake pedal and a pedal bracket; when the device is used, the linear motor (3) is controlled to simulate feedback force in the axial direction of the push rod.
4. A brake pedal feedback control method according to claim 3, wherein in use, a body vibration frequency or an ABS frequency is obtained, and the linear motor (3) is controlled to simulate a feedback force in accordance with the body vibration frequency or the ABS frequency in the axial direction of the push rod.
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| CN202110620320.7A CN113232634B (en) | 2021-06-03 | 2021-06-03 | Electric vehicle brake pedal simulator and brake pedal feedback control method |
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| CN202110620320.7A CN113232634B (en) | 2021-06-03 | 2021-06-03 | Electric vehicle brake pedal simulator and brake pedal feedback control method |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201089454Y (en) * | 2007-08-28 | 2008-07-23 | 比亚迪股份有限公司 | Electromagnetic assistor for braking |
| CN202987111U (en) * | 2012-12-20 | 2013-06-12 | 郎佩丽 | Pedal |
| CN107554500A (en) * | 2016-06-30 | 2018-01-09 | 通用汽车环球科技运作有限责任公司 | Line control brake system for the vehicle with adjustable brake pedal simulator component |
| CN110027531A (en) * | 2018-01-12 | 2019-07-19 | 比亚迪股份有限公司 | For the pedal sense simulator of vehicle and with its vehicle |
| CN112849108A (en) * | 2021-03-23 | 2021-05-28 | 深圳市卡妙思电子科技有限公司 | Device for simulating force feedback of automobile brake pedal |
-
2021
- 2021-06-03 CN CN202110620320.7A patent/CN113232634B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201089454Y (en) * | 2007-08-28 | 2008-07-23 | 比亚迪股份有限公司 | Electromagnetic assistor for braking |
| CN202987111U (en) * | 2012-12-20 | 2013-06-12 | 郎佩丽 | Pedal |
| CN107554500A (en) * | 2016-06-30 | 2018-01-09 | 通用汽车环球科技运作有限责任公司 | Line control brake system for the vehicle with adjustable brake pedal simulator component |
| CN110027531A (en) * | 2018-01-12 | 2019-07-19 | 比亚迪股份有限公司 | For the pedal sense simulator of vehicle and with its vehicle |
| CN112849108A (en) * | 2021-03-23 | 2021-05-28 | 深圳市卡妙思电子科技有限公司 | Device for simulating force feedback of automobile brake pedal |
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