CN114148311A - Electronic booster brake device - Google Patents

Abstract

The invention provides an embodiment of an electronic power-assisted brake device, which comprises a main shell, an oil can, a driving piston, a main cylinder piston, a power-assisted piston, a main cylinder input push rod, a power-assisted provider and a pedal feel simulator. Wherein, the oilcan is installed on the main casing body, and the main casing body is formed with relative independent ordinary pressure chamber, simulation chamber, helping hand chamber and master cylinder chamber. The electronic power-assisted brake device integrates the oil can, the driving piston, the main cylinder piston, the power-assisted piston, the main cylinder input push rod, the power-assisted provider and the pedal feel simulator and is arranged on the main shell, a normal pressure cavity, a simulation cavity, a power-assisted cavity and the main cylinder cavity which are formed on the main shell are positioned on the same axis, the driving piston, the main cylinder input push rod, the power-assisted piston and the main cylinder piston are also positioned on the same axis, and when the power-assisted provider fails, a driver can directly apply pedal force on the main cylinder piston in a linear stroke mode to achieve braking.

Description

Electronic booster brake device

Technical Field

The invention relates to the technical field of vehicle braking, in particular to an electronic power-assisted braking device.

Background

With the development of vehicle motorization and intellectualization, the demand for intelligent chassis, especially for electronic braking, is increasing. The motorization of vehicles has led to the replacement of the vacuum source option required by conventional vacuum boosters, making electronic boosting a trend. The energy recovery function of an electric vehicle places a special demand on the brake system, i.e. the driver's braking request is made by the coordinated allocation of friction braking (hydraulic braking) and regenerative braking of the electric machine. This requirement no longer has a fixed, unchanging correspondence between the driver's brake pedal input and the actual hydraulic braking force. In a conventional vacuum booster or an ibooster electronic booster product from BOSCH, the actual hydraulic braking force is formed by coupling the brake pedal input force and the boosting force (vacuum or electronic boosting) in a superimposed manner. This form does not fully satisfy the energy recovery requirements and must decouple the pedal input force from the boost. Meanwhile, the intellectualization, especially the automatic driving, also puts forward the same requirements on the electronic assistance and assistance decoupling of the braking system, namely the active braking and the pedal does not act during the active braking.

When the input force of the brake pedal is decoupled from the boosting force, a pedal feeling simulator needs to be arranged to give force feedback to a driver, otherwise, the driver feels a no-step feeling. At present, a known decoupling type power assisting device is generally a spring simulator, and the foot feel of the spring simulator is poor. In addition, a hydraulic simulator is arranged on part of products, but the problems of complex structure, large volume and weight and difficulty in arrangement of the whole vehicle exist.

Disclosure of Invention

The invention mainly aims to provide an electronic power-assisted brake device, which solves the technical problems that the electronic power-assisted brake device in the prior art is poor in foot feeling simulation, complex in structure and overlarge in size.

In order to achieve the above object, the present invention provides an electronic power brake apparatus, including: a main housing; the oil pot is arranged on the main shell; the main shell is provided with a normal pressure cavity, a simulation cavity, a power assisting cavity and a main cylinder cavity which are relatively independent, and the normal pressure cavity, the simulation cavity, the power assisting cavity and the main cylinder cavity are positioned on the same axis; the driving piston is movably arranged in the normal-pressure cavity, the first end of the driving piston is a pedal input end which is used for being in driving connection with a pedal, the second end of the driving piston faces the simulation cavity, a pressure release valve loop is further arranged on the driving piston, and the pressure release valve loop is connected between the simulation cavity and the normal-pressure cavity; the main cylinder piston is movably arranged in the main cylinder cavity, the oil can is communicated with the main cylinder cavity through an oil port, and a control oil port communicated with the main cylinder cavity is formed in the main shell; the power-assisted piston is movably arranged in the power-assisted cavity, a first end of the power-assisted piston forms a braking end, the braking end extends into the main cylinder cavity to be matched with the main cylinder piston in a driving way, and a second end of the power-assisted piston is positioned in the power-assisted cavity to form a power-assisted end; the master cylinder input push rod is movably arranged between the power assisting cavity and the simulation cavity, the first end of the master cylinder input push rod is matched with the power assisting end of the power assisting piston, and a decoupling gap is formed between the second end of the master cylinder input push rod and the matching end of the active piston; the boosting provider is arranged on the main shell and connected between the oil pot and the boosting cavity, and is used for providing pressure in the boosting cavity to enable the boosting piston to move towards the braking end of the boosting piston; the oil inlet end of the pedal feeling simulator is communicated with the simulation cavity, and the oil outlet end of the pedal feeling simulator is communicated with the normal pressure cavity; the main shell is also provided with an oil return hole and a fluid infusion hole which are communicated with the oil can, the oil return hole is communicated with the simulation cavity in the non-braking state, and the fluid infusion hole is communicated with the normal pressure cavity; in a braking state, the active piston moves towards the matching end of the active piston, and the oil return hole and the liquid supplementing hole are communicated with the normal pressure cavity; when the decoupling gap is larger than a preset value, the pressure relief valve loop is closed; when the decoupling gap is smaller than or equal to the preset value, the pressure relief valve loop is opened, the pressure relief valve loop is short-circuited with the pedal feel simulator, the matching end of the driving piston is matched with the second end of the master cylinder input push rod, and the driving piston can push the power-assisted piston to move towards the braking end of the power-assisted piston.

In one embodiment, the main housing has a first mounting hole formed therein at a position adjacent to the simulation chamber, and the power assist provider is mounted on the first mounting hole.

In one embodiment, the main housing further defines a second mounting hole, and the pedal feel simulator is mounted on the second mounting hole.

In one embodiment, the electronic power-assisted brake device further comprises an electronic stabilizing system, the electronic stabilizing system is mounted on the main shell, the control oil port is connected with the electronic stabilizing system, and the electronic stabilizing system is used for outputting control oil.

In one embodiment, the electronic stability system is provided with a connector for outputting control oil to the control end of the brake wheel.

In one embodiment, the oil can is mounted on the main housing at a position corresponding to the master cylinder chamber.

In one embodiment, the main cylinder cavity comprises a main cylinder cavity and a main cylinder cavity, the main cylinder piston is movably installed between the main cylinder cavity and the main cylinder cavity, a first oil port and a second oil port are formed in the main housing at the position of the main cylinder cavity, the first oil port is communicated with the main cylinder cavity, the second oil port is communicated with the main cylinder cavity, and the oil can is communicated with the first oil port and the second oil port.

In one embodiment, a third oil port is further disposed on the main housing at the position of the main cylinder cavity, and an oil passage is disposed in the main housing and is respectively communicated with the third oil port, the oil return hole, the fluid replenishing hole and the assistance provider.

In one embodiment, a mounting structure is formed on the main housing for mounting the electric booster brake device to a brake pedal.

In one embodiment, the electronic power-assisted brake further comprises a brake push rod, a first end of the brake push rod is connected with a first end of the active piston, and a second end of the brake push rod is used for being in driving connection with the brake pedal.

By applying the technical scheme of the invention, the electronic power-assisted brake device integrates and installs the oil can, the driving piston, the master cylinder piston, the power-assisted piston, the master cylinder input push rod, the power-assisted provider and the pedal feel simulator on the main shell, the normal pressure cavity, the simulation cavity, the power-assisted cavity and the master cylinder cavity formed on the main shell are positioned on the same axis, and the driving piston, the master cylinder input push rod, the power-assisted piston and the master cylinder piston are also positioned on the same axis. When the power-assisted provider can work normally, when a driver treads a brake pedal, the brake pedal pushes the driving piston to move leftwards, the power-assisted provider generates power-assisted pressure to be transmitted to the power-assisted cavity, the first end of the power-assisted piston moves leftwards to drive the main cylinder piston in the main cylinder cavity to act to generate brake oil pressure, and therefore a brake component generates brake force to decelerate a vehicle. Simultaneously, along with the motion of initiative piston, can let fluid infusion hole and oil gallery only be linked together with ordinary pressure chamber, let the simulation chamber become airtight cavity, along with the initiative piston continues to move left, the simulation intracavity produces pressure to transmit to the footboard and feel the simulator, the hydraulic oil of footboard sense simulator often presses chamber and fluid infusion hole to get back to the oilcan, imitates out good pedal pressure through the damping of footboard sense simulator in this process. Due to the work of the boosting provider, the boosting piston can drive the master cylinder input push rod to move leftwards, and a decoupling gap formed between the second end of the master cylinder input push rod and the matching end of the active piston can be kept to be larger than a preset value. When the power-assisted provider can not work normally, pressure can not be provided to enable the power-assisted piston to extend leftwards and the input push rod of the main cylinder can not move leftwards, a driver treads a brake pedal and pushes the driving piston to move leftwards through the push rod, and the liquid supplementing hole and the oil return hole are only communicated with the normal pressure cavity, so that the simulation cavity becomes a closed cavity, and the pedal feeling simulator still provides damping at the moment. When the driving piston continues to move leftwards, when the decoupling gap is smaller than or equal to a preset value, the pressure release valve loop is opened, the pressure in the simulation cavity can directly return to the oil can through the constant-pressure cavity and the liquid supplementing hole of the pressure release valve loop, the pressure in the simulation cavity is short-circuited to the pedal feeling simulator, the pressure in the simulation cavity is relieved, the pedal input force is transmitted to the power-assisted piston through the driving piston and the main cylinder input push rod, the power-assisted piston drives the main cylinder piston in the main cylinder cavity to act, the brake oil pressure is generated, and therefore the braking component generates braking force and the vehicle is decelerated. In the mode, the pedal input force is basically converted into the hydraulic braking force, and the influence of the pedal feeling simulator is eliminated. In addition, the working process of the vehicle in the capacity recovery mode is basically the same as the mode when the power-assisted provider can normally work, and the vehicle can be braked according to the energy recovery, so that when a driver steps on a brake pedal, the power-assisted provider does not work or provides low-level power-assisted pressure, and the mode still ensures that the decoupling gap is kept larger than a preset value.

In addition to the objects, features and advantages described above, other objects, features and advantages of the present invention are also provided. The present invention will be described in further detail below with reference to the drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:

fig. 1 shows an overall structural view of an embodiment of an electronic power-assisted brake apparatus according to the present invention;

FIG. 2 is a schematic illustration in partial cross-sectional view of the electric assist brake apparatus of FIG. 1;

FIG. 3 shows a schematic view of the electric power assisted brake apparatus of FIG. 1;

fig. 4 shows a schematic enlarged view of a part of the electric power-assisted brake device of fig. 3.

Detailed Description

It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances for describing embodiments of the invention herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.

As shown in fig. 1, 2 and 3, the present invention provides an embodiment of an electronic booster brake device including a main housing 20, an oil can 10, a master piston 24, a master cylinder piston 21, a booster piston 22, a master cylinder input push rod 25, a booster provider 23 and a pedal feel simulator 26. The oil can 10 is mounted on the main housing 20, the main housing 20 is formed with a normal pressure chamber 20c, a simulation chamber 20b, a boosting chamber 20a and a main cylinder chamber 20d which are relatively independent, and the normal pressure chamber 20c, the simulation chamber 20b, the boosting chamber 20a and the main cylinder chamber 20d are located on the same axis. The driving piston 24 is movably installed in the normal pressure cavity 20c, a first end of the driving piston 24 is a pedal input end, the pedal input end is used for being in driving connection with a pedal, a second end of the driving piston 24 faces the simulation cavity 20b, a pressure relief valve loop 28 is further arranged on the driving piston 24, and the pressure relief valve loop 28 is connected between the simulation cavity 20b and the normal pressure cavity 20 c. The main cylinder piston 21 is movably installed in the main cylinder cavity 20d, the oil can 10 is communicated with the main cylinder cavity 20d through an oil port, and the main housing 20 is provided with a control oil port communicated with the main cylinder cavity 20 d. An assist piston 22 is movably mounted in the assist cavity 20a, a first end of the assist piston 22 forms a braking end, the braking end extends into the main cylinder cavity 20d to be in driving fit with the main cylinder piston 21, and a second end of the assist piston 22 is located in the assist cavity 20a to form an assist end. The master cylinder input push rod 25 is movably arranged between the power assisting cavity 20a and the simulation cavity 20b, a first end of the master cylinder input push rod 25 is matched with a power assisting end of the power assisting piston 22, and a decoupling gap a is formed between a second end of the master cylinder input push rod 25 and a matching end of the active piston 24. An assist force provider 23 is mounted on the main housing 20 and connected between the oil can 10 and the assist chamber 20a, the assist force provider 23 being for providing a pressure in the assist chamber 20a to move the assist piston 22 toward the braking end thereof. The oil inlet end of the pedal feel simulator 26 communicates with the simulation chamber 20b, and the oil outlet end of the pedal feel simulator 26 communicates with the normal pressure chamber 20 c. The main housing 20 further has an oil return hole 201 and a fluid infusion hole 202 formed therein, which are in communication with the oil can 10. In the non-braking state, the oil return hole 201 is communicated with the simulation cavity 20b, and the liquid supplementing hole 202 is communicated with the normal pressure cavity 20 c; in the braking state, the master piston 24 moves toward its mating end, and both the oil return hole 201 and the fluid replenishment hole 202 communicate with the normal pressure chamber 20 c. When the decoupling gap a is greater than a predetermined value, the relief valve circuit 28 is closed; when the decoupling gap a is smaller than or equal to the preset value, the relief valve circuit 28 is opened, the relief valve circuit 28 short-circuits the pedal feel simulator 26, the mating end of the active piston 24 is matched with the second end of the master cylinder input push rod 25, and the active piston 24 can push the power-assisted piston 22 to move towards the braking end of the power-assisted piston.

By applying the technical scheme of the invention, the electronic power-assisted brake device integrates the oil can 10, the driving piston 24, the main cylinder piston 21, the power-assisted piston 22, the main cylinder input push rod 25, the power-assisted provider 23 and the pedal feel simulator 26 on the main shell 20, the normal pressure cavity 20c, the simulation cavity 20b, the power-assisted cavity 20a and the main cylinder cavity 20d formed on the main shell 20 are positioned on the same axis, and the driving piston 24, the main cylinder input push rod 25, the power-assisted piston 22 and the main cylinder piston 21 are also positioned on the same axis, so that a driver can directly apply pedal force on the main cylinder piston 21 in a linear stroke mode to realize braking after the power-assisted provider 23 fails.

Specifically, as shown in fig. 3 and 4, when the assist provider 23 can work normally, when the driver steps on the brake pedal 40, the brake pedal 40 pushes the active piston 24 to move leftward, the assist provider 23 generates assist pressure to be transmitted to the assist chamber 20a, so that the first end of the assist piston 22 moves leftward, and drives the master cylinder piston 21 in the master cylinder chamber 20d to act, so as to generate brake oil pressure, so that the braking component generates braking force, and the vehicle is decelerated. Meanwhile, along with the movement of the driving piston 24, the fluid infusion hole 202 and the oil return hole 201 are only communicated with the normal pressure cavity 20c, the simulation cavity 20b is made to be a closed cavity, along with the continuous leftward movement of the driving piston 24, pressure is generated in the simulation cavity 20b and is transmitted to the pedal feeling simulator 26, hydraulic oil of the pedal feeling simulator 26 returns to the oil can 10 from the normal pressure cavity 20c and the fluid infusion hole 202, and good pedal pressure is simulated through the damping of the pedal feeling simulator 26 in the process. Due to the operation of the boost provider 23, the boost piston 22 can move to the left with the master cylinder input push rod 25, and the decoupling gap a formed between the second end of the master cylinder input push rod 25 and the mating end of the master piston 24 is kept to be larger than a predetermined value.

When the boosting provider 23 cannot work normally, it cannot provide pressure to extend the boosting piston 22 to the left, the master cylinder input push rod 25 cannot move to the left, and the driver steps on the brake pedal 40 and pushes the driving piston 24 to move to the left through the push rod, and because the fluid infusion hole 202 and the oil return hole 201 are only communicated with the normal pressure cavity 20c, the simulation cavity 20b becomes a closed cavity, and at this time, the pedal feel simulator 26 still provides damping. When the driving piston 24 continues to move leftwards, so that when the decoupling gap a is smaller than or equal to a preset value, the relief valve circuit 28 is opened, the pressure in the simulation cavity 20b directly returns to the oil can 10 through the constant pressure cavity 20c of the relief valve circuit 28 and the liquid supplementing hole 202, the relief valve circuit 28 is short-circuited with the pedal feeling simulator 26, at the moment, the pressure in the simulation cavity 20b is relieved, the pedal input force is transmitted to the boosting piston 22 through the driving piston 24 and the master cylinder input push rod 25, the boosting piston 22 drives the master cylinder piston 21 in the master cylinder cavity 20d to act, the brake oil pressure is generated, and accordingly, the braking component generates braking force to decelerate the vehicle. In this mode, the pedal input force is substantially entirely converted into hydraulic braking force, eliminating the influence of the pedal feel simulator 26.

In addition, the working process of the vehicle in the capacity recovery mode is basically the same as the mode when the boost provider 23 can work normally, and braking can be performed according to energy recovery, so that when a driver steps on the brake pedal 40, the boost provider 23 does not act or provides a lower level of boost pressure, and in this mode, the decoupling gap a is still ensured to be kept larger than a preset value.

According to the technical scheme, different functional components of the electronic power-assisted braking device are integrally installed, so that the weight and the size of the electronic power-assisted braking device are reduced, and the whole vehicle layout and adjustment are facilitated. Optionally, in the technical solution of this embodiment, the predetermined value is 0, and as another optional implementation, the predetermined value may also be a fixed value or a range greater than 0.

In the solution of the embodiment, as shown in fig. 2, the boost supplier 23 optionally includes a motor and a hydraulic component, the motor drives the hydraulic component to work, and the oil of the oil can 10 is supplied to the boost chamber 20a to move the boost piston 22. Typically, the assist force provider 23 fails, meaning that a failure of the motor components or hydraulic components occurs such that hydraulic pressure cannot continue to be generated.

It should be noted that, in the technical solution of the present invention, a hydraulic system mainly using hydraulic oil is adopted, and the hydraulic oil is stored in the oil can 10. As an alternative, the hydraulic system may be replaced by a pneumatic system, the oil pot 10 may be replaced by an air source, and the pneumatic system may have higher requirements for sealing performance, but this is an equivalent alternative that can be easily conceived by those skilled in the art and should also fall within the protection scope of the present invention.

Optionally, as shown in fig. 2, in the technical solution of this embodiment, a first mounting hole 203 is formed in the main housing 20 at a position adjacent to the simulation cavity 20b, and the assistance provider 23 is mounted on the first mounting hole 203. More preferably, the main housing 20 further has a second mounting hole 204 formed therein, and the pedal feel simulator 26 is mounted in the second mounting hole 204. In the present invention, the first mounting hole 203 and the second mounting hole 204 of the main housing 20 allow the assistive force provider 23 and the pedal feel simulator 26 to be stably and integrally mounted.

More preferably, as shown in fig. 1 and 2, the electronic power-assisted brake device further includes an electronic stabilizing system 50, the electronic stabilizing system 50 is mounted on the main housing 20, the control oil port is connected to the electronic stabilizing system 50, and the electronic stabilizing system 50 is configured to output control oil. Specifically, as shown in fig. 3, the control oil output by the electronic stability system 50 acts on the brake wheel 60. In use, the booster piston 22 can drive the input end of the master cylinder 50 to move, so as to push the master cylinder piston in the master cylinder 50 to move leftwards, and generate brake pressure to decelerate the vehicle. The electronic stability system 70 is disposed between the master cylinder 50 and the brake wheel 60, and the brake pressure can be more stably transmitted to the brake wheel 60 through the electronic stability system 50.

More preferably, the electronic stability system 50 is provided with a connector 51, and the connector 51 is used for outputting control oil to the control end of the brake wheel. The connector 51 can control 4 brake wheels simultaneously, thereby realizing the overall braking of the 4 wheels of the vehicle.

Optionally, in the solution of the present embodiment, the electronic stabilization system 50 is installed at the back side of the main housing 20, the power assist provider 23 is installed at the front side of the main housing 20, and the pedal feel simulator 26 is installed hidden at the bottom of the main housing 20.

In the solution of the present embodiment, the oil can 10 is installed on the main housing 20 at a position corresponding to the master cylinder chamber 20d, so as to supply oil to the master cylinder chamber 20 d. Specifically, as shown in fig. 2, the master cylinder cavity 20d includes a master cylinder cavity and a master cylinder cavity, the master cylinder piston 21 is movably installed between the master cylinder cavity and the master cylinder cavity, the main housing 20 is provided with a first oil port 205 and a second oil port 206 at a position of the master cylinder cavity 20d, the first oil port 205 is communicated with the master cylinder cavity, the second oil port 206 is communicated with the master cylinder cavity, and the oil can 10 is communicated with the first oil port 205 and the second oil port 206. In use, the first port 205 and the first chamber of the master cylinder are used for supplying oil, and the second port 206 and the second chamber of the master cylinder are used for returning oil, wherein the oil supply and the oil return are controlled by the master cylinder piston 21.

More preferably, a third oil port 207 is further disposed on the main housing 20 at the position of the main cylinder cavity 20d, and an oil passage is disposed in the main housing 20 and is respectively communicated with the third oil port 207, the oil return hole 201, the fluid replenishing hole 202 and the boost provider 23. Thus, the hydraulic oil stored in the oil can 10 can be supplied to the normal pressure chamber 20c, the simulation chamber 20b and the booster chamber 20 a.

As shown in fig. 1, as a more preferred embodiment, a mounting structure 208 is formed on the main housing 20, and when in use, the electronic power-assisted brake device can be stably mounted on the brake pedal 40 through the mounting structure 208, so as to facilitate the driving of the brake pedal 40.

More preferably, as shown in fig. 1, the electric booster brake further includes a brake push rod 70, a first end of the brake push rod 70 is connected to a first end of the master piston 24, and a second end of the brake push rod 70 is configured to be drivingly connected to the brake pedal 40. In use, a driver moves the brake push rod 70 by depressing the brake pedal 40, and the brake push rod 70 pushes the master piston 24 to move.

Preferably, as shown in fig. 2 and 4, in the solution of the present embodiment, a return elastic member 27 is further included, and the return elastic member 27 is installed between the mating end of the active piston 24 and the inner wall of the simulation cavity 20 b. On the one hand, the return elastic member 27 may assist in simulating a pedaling sensation of the brake pedal 40, and on the other hand, the return elastic member 27 may also assist in returning the active piston 24 to the non-braking position.

More preferably, as shown in fig. 3, in the present embodiment, the electronic power-assisted brake device further includes a pedal stroke sensor 31, the pedal stroke sensor 31 is configured to detect a position of a pedal input end, and the power-assisted provider 23 is activated when the position of the pedal input end moves toward the braking state. Thus, the boost supplier 23 is activated to supply braking power while the pedal input is detected. More preferably, the electronic power brake device may also include a controller electrically connected to the pedal stroke sensor 31, and the controller controls the power supplier 23 to be turned on or off.

As shown in fig. 3, in the solution of the present embodiment, the electronic power-assisted brake device further includes a brake pedal 40, and the brake pedal 40 is mounted on the pedal input end. The driver realizes braking by stepping on the brake pedal 40.

More preferably, as shown in fig. 3, the electronic power-assisted brake device further includes an analog cavity pressure sensor 32 and a power-assisted cavity pressure sensor 33, the analog cavity pressure sensor 32 is used for detecting the pressure of the analog cavity 20b, the power-assisted cavity pressure sensor 33 is used for detecting the pressure of the power-assisted cavity 20a, when in use, the analog cavity pressure sensor 32 is mainly used for monitoring whether the analog cavity circuit is normal, and the power-assisted cavity pressure sensor 33 is mainly used for power-assisted control.

As an alternative embodiment, as shown in fig. 4, the relief valve circuit 28 includes a relief flow path 281, a relief valve 282, and a relief plunger 283. A pressure relief flow path 281 is opened on the driving piston 24, a first end of the pressure relief flow path 281 is connected to the simulation chamber 20b, a second end of the pressure relief flow path 281 is connected to the normal pressure chamber 20c, a pressure relief valve 282 is installed on the pressure relief flow path 281 for controlling the on/off of the pressure relief flow path 281, a pressure relief push rod 283 is connected to the pressure relief valve 282, and the pressure relief push rod 283 extends from the mating end of the driving piston 24. When the auxiliary force provider 23 cannot work normally, the driving piston 24 moves leftwards, the main cylinder input push rod 25 cannot move leftwards, the decoupling gap a is reduced, and when the decoupling gap a is smaller than or equal to a preset value, the second end of the main cylinder input push rod 25 is matched with the pressure relief push rod 283 to open the pressure relief valve 282. If the assist force provider 23 is operating properly, it is ensured that the decoupling gap a is greater than a predetermined value so that the relief valve 282 remains closed and is not opened. As a preferred embodiment, as shown in fig. 2, a spring is attached to the relief valve 282, and the normally closed state of the relief valve 282 can be ensured by the elastic force of the spring.

As shown in fig. 3, in the solution of the present embodiment, the sealing structure 241 is two first sealing rings that are arranged on the driving piston 24 at intervals, and the atmospheric pressure chamber 20c is formed between the two first sealing rings. As an alternative embodiment, the sealing structure 241 may be an annular protrusion formed on the active piston 24 by improving the manufacturing accuracy.

More preferably, as shown in fig. 2, a second sealing ring 29 is disposed between the master cylinder input push rod 25 and the main housing 20, and the second sealing ring 29 functions to improve the sealing performance between the master cylinder input push rod 25 and the main housing 20 and ensure that the booster chamber 20a and the dummy chamber 20b can withstand a large pressure.

The relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

In the description of the present invention, it is to be understood that the orientation or positional relationship indicated by the orientation words such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal" and "top, bottom", etc. are usually based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and in the case of not making a reverse description, these orientation words do not indicate and imply that the device or element being referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore, should not be considered as limiting the scope of the present invention; the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. 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 (10)

1. An electronically assisted brake apparatus, comprising:

a main housing (20);

an oil can (10) mounted on the main housing (20);

a normal pressure cavity (20c), a simulation cavity (20b), a power assisting cavity (20a) and a main cylinder cavity (20d) which are relatively independent are formed on the main shell (20), and the normal pressure cavity (20c), the simulation cavity (20b), the power assisting cavity (20a) and the main cylinder cavity (20d) are positioned on the same axis;

the driving piston (24) is movably installed in the normal pressure cavity (20c), a first end of the driving piston (24) is a pedal input end, the pedal input end is used for being in driving connection with a pedal, a second end of the driving piston (24) faces the simulation cavity (20b), a pressure relief valve loop (28) is further arranged on the driving piston (24), and the pressure relief valve loop (28) is connected between the simulation cavity (20b) and the normal pressure cavity (20 c);

the main cylinder piston (21) is movably arranged in the main cylinder cavity (20d), the oil can (10) is communicated with the main cylinder cavity (20d) through an oil port, and the main shell (20) is provided with a control oil port communicated with the main cylinder cavity (20 d);

the boosting piston (22) is movably arranged in the boosting cavity (20a), a first end of the boosting piston (22) forms a braking end, the braking end extends into the main cylinder cavity (20d) to be in driving fit with the main cylinder piston (21), and a second end of the boosting piston (22) is positioned in the boosting cavity (20a) to form a boosting end;

the master cylinder input push rod (25) is movably arranged between the power assisting cavity (20a) and the simulation cavity (20b), the first end of the master cylinder input push rod (25) is matched with the power assisting end of the power assisting piston (22), and a decoupling gap (a) is formed between the second end of the master cylinder input push rod (25) and the matching end of the driving piston (24);

an assist force provider (23) mounted on said main housing (20) and connected between said oil can (10) and said assist chamber (20a), said assist force provider (23) for providing pressure in said assist chamber (20a) to move said assist piston (22) towards its braking end;

the oil inlet end of the pedal feeling simulator (26) is communicated with the simulation cavity (20b), and the oil outlet end of the pedal feeling simulator (26) is communicated with the normal pressure cavity (20 c);

an oil return hole (201) and a liquid supplementing hole (202) which are communicated with the oil can (10) are further formed in the main shell (20), the oil return hole (201) is communicated with the simulation cavity (20b) in an unbraked state, and the liquid supplementing hole (202) is communicated with the normal pressure cavity (20 c); in a braking state, the driving piston (24) moves towards the matching end of the driving piston, and the oil return hole (201) and the liquid supplementing hole (202) are communicated with the normal pressure cavity (20 c);

when the decoupling gap (a) is greater than a predetermined value, the relief valve circuit (28) is closed; when the decoupling gap (a) is smaller than or equal to a preset value, the pressure relief valve loop (28) is opened, the pressure relief valve loop (28) is short-circuited with the pedal feel simulator (26), the matching end of the active piston (24) is matched with the second end of the master cylinder input push rod (25), and the active piston (24) can push the power-assisted piston (22) to move towards the braking end of the power-assisted piston.

2. An electronic booster brake device according to claim 1, wherein a first mounting hole (203) is formed in the main housing (20) at a position adjacent to the dummy chamber (20b), and the booster provider (23) is mounted on the first mounting hole (203).

3. An electronic power-assisted brake device according to claim 1, wherein the main housing (20) is further provided with a second mounting hole (204), and the pedal feel simulator (26) is mounted on the second mounting hole (204).

4. The electric power-assisted brake device of claim 1, further comprising an electronic stabilization system (50), wherein the electronic stabilization system (50) is mounted on the main housing (20), the control oil port is connected to the electronic stabilization system (50), and the electronic stabilization system (50) is used for outputting control oil.

5. An electric power assisted brake apparatus according to claim 4, characterized in that the electric stability system (50) is provided with a connector (51), and the connector (51) is used for outputting control oil to the control end of the brake wheel.

6. An electric power assisted brake apparatus according to claim 1, characterized in that the oil can (10) is mounted on the main housing (20) at a position corresponding to the main cylinder chamber (20 d).

7. The electronic power-assisted brake device of claim 6, wherein the main cylinder cavity (20d) comprises a main cylinder cavity and a main cylinder cavity, the main cylinder piston (21) is movably installed between the main cylinder cavity and the main cylinder cavity, a first oil port (205) and a second oil port (206) are opened at a position of the main cylinder cavity (20d) on the main housing (20), the first oil port (205) is communicated with the main cylinder cavity, the second oil port (206) is communicated with the main cylinder cavity, and the oil can (10) is communicated with the first oil port (205) and the second oil port (206).

8. The electronic power-assisted brake device according to claim 7, wherein a third oil port (207) is further disposed on the main housing (20) at the position of the main cylinder cavity (20d), and an oil passage is disposed in the main housing (20) and communicates with the third oil port (207) and the oil return hole (201), the fluid replenishing hole (202), and the power-assisted provider (23), respectively.

9. An electrically assisted brake apparatus according to claim 1, wherein the main housing (20) has formed thereon mounting structure (208), the mounting structure (208) being for mounting the electrically assisted brake apparatus at a brake pedal (40).

10. An electrically assisted brake apparatus according to claim 1, further comprising a brake push rod (70), a first end of the brake push rod (70) being connected to a first end of the master piston (24), a second end of the brake push rod (70) being adapted for driving connection to a brake pedal (40).

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