CN114148311B - Electronic power-assisted braking device - Google Patents

Abstract

The application provides an embodiment of an electronic power-assisted braking device, which comprises a main shell, an oilcan, 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. The oil pot is arranged on the main shell, and a normal pressure cavity, a simulation cavity, a power-assisted cavity and a main cylinder cavity which are relatively independent are formed on the main shell. According to the electronic power-assisted braking device, the oilcan, 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 are integrally arranged on the main shell, a normal pressure cavity, a simulation cavity, a power-assisted cavity and a main cylinder cavity 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 conveniently apply pedal force on the main cylinder piston in a straight-line mode to realize braking.

Description

Electronic power-assisted braking device

Technical Field

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

Background

With the development of vehicle electrodynamic and intelligent, the demand for intelligent chassis, especially electronic braking, is increasing. The motorization of the vehicle has led to the replacement of the vacuum source solution required by conventional vacuum boosters, making electronic boosting a trend. The energy recovery function of electric vehicles puts special demands on the braking system, i.e. the driver's braking request is accomplished by friction braking (hydraulic braking) and motor regenerative braking coordinated allocation. This requirement makes the driver's brake pedal input no longer have a fixed correspondence to the actual hydraulic braking force. The actual hydraulic braking force is formed by superposition coupling of the brake pedal input force and the assistance force (vacuum or electronic assistance) by a traditional vacuum booster or the ibooster electronic booster product which is proposed by the known BOSCH company. This form does not fully meet the energy recovery requirements and the pedal input force must be decoupled from the boost. Meanwhile, intelligentization, especially automatic driving, also puts forward the same demands on the electronic assistance and assistance decoupling of the braking system, namely active braking and pedal non-action during active braking.

When the brake pedal input force is decoupled from the assistance force, a pedal feel simulator needs to be arranged to give force feedback to the driver, otherwise, the driver is given a feeling of stepping on the pedal. The known decoupling booster is generally a spring simulator, and the foot feel of the spring simulator is poor. And, partial products have set up hydraulic simulator, but have the structure complicacy, the volume weight is great, the difficult problem of whole car arrangement.

Disclosure of Invention

The application mainly aims to provide an electronic power-assisted braking device, which aims to solve the technical problems that the electronic power-assisted braking device in the prior art has poor foot feeling simulation and is complex in structure and overlarge in volume.

In order to achieve the above object, the present application provides an electronic power-assisted brake device including: a main housing; an oilcan mounted on the main housing; the main shell is provided with a normal pressure cavity, a simulation cavity, a power-assisted cavity and a main cylinder cavity which are relatively independent, and the normal pressure cavity, the simulation cavity, the power-assisted 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, the pedal input end is used for being in driving connection with the pedal, the second end of the driving piston faces the simulation cavity, the driving piston is also provided with a pressure relief valve loop, and the pressure relief valve loop is connected between the simulation cavity and the normal pressure cavity; the master cylinder piston is movably arranged in the master cylinder cavity, the oilcan is communicated with the master cylinder cavity through an oil port, and a control oil port communicated with the master 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 stretches into the main cylinder cavity to be in driving fit with the main cylinder piston, and a second end of the power-assisted piston is positioned in the power-assisted cavity to form a power-assisted end; the main cylinder input push rod is movably arranged between the power-assisted cavity and the simulation cavity, the first end of the main cylinder input push rod is matched with the power-assisted end of the power-assisted piston, and a decoupling gap is formed between the second end of the main cylinder input push rod and the matched end of the driving piston; the booster is arranged on the main shell and connected between the oilcan and the booster cavity, and is used for providing pressure in the booster cavity to enable the booster piston to move towards the braking end of the booster piston; the oil inlet end of the pedal feel simulator is communicated with the simulation cavity, and the oil outlet end of the pedal feel simulator is communicated with the normal pressure cavity; the main shell is also provided with an oil return hole and a fluid supplementing hole which are communicated with the oil pot, and the oil return hole is communicated with the simulation cavity and the fluid supplementing hole is communicated with the normal pressure cavity in an unbraking state; in a braking state, the driving piston moves towards the matching end of the driving piston, and the oil return hole and the fluid supplementing hole are both 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 a preset value, the pressure relief valve loop is opened, the pressure relief valve loop is short-circuited to the pedal feel simulator, the matching end of the driving piston is matched with the second end of the main cylinder input push rod, and the driving piston can push the booster piston to move towards the braking end of the booster piston.

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

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

In one embodiment, the electronic power-assisted braking device further comprises an electronic stabilizing system, wherein the electronic stabilizing system is arranged 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 stabilization system is provided with a connector for outputting control oil to the control end of the brake wheel.

In one embodiment, the oiler is mounted on the main housing at a location corresponding to the master cylinder chamber.

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

In one embodiment, a third oil port is further arranged on the main shell at the position of the main cylinder cavity, an oil duct is arranged in the main shell, and the oil duct is respectively communicated with the third oil port, the oil return hole, the fluid supplementing hole and the power assisting provider.

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

In one embodiment, the electric assist brake further includes a brake pushrod having a first end coupled to the first end of the master piston and a second end for driving connection to the brake pedal.

By applying the technical scheme of the application, the electronic power-assisted braking device integrally installs the oilcan, 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 on the main shell, the normal pressure cavity, the simulation cavity, the power-assisted cavity and the main cylinder cavity 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 after the power-assisted provider fails, a driver can conveniently apply the pedal force on the main cylinder piston in a straight-line mode to realize braking. When the driver steps on the brake pedal, the brake pedal pushes the driving piston to move leftwards, the power-assisted pressure generated by the power-assisted provider is transmitted to the power-assisted cavity, the first end of the power-assisted piston moves leftwards, the master cylinder piston in the master cylinder cavity is driven to act, and brake oil pressure is generated, so that braking force is generated by a braked part, and the vehicle is decelerated. Meanwhile, with the movement of the driving piston, the fluid infusion hole and the oil return hole are communicated with the normal pressure cavity only, the simulation cavity is a closed cavity, with the movement of the driving piston, the pressure is generated in the simulation cavity and is transmitted to the pedal feel simulator, hydraulic oil of the pedal feel simulator returns to the oil can through the normal pressure cavity and the fluid infusion hole, and in the process, good pedal pressure is simulated through damping of the pedal feel simulator. Because of the operation of the booster, the booster piston can move leftwards with the master cylinder input push rod, and a decoupling gap formed between the second end of the master cylinder input push rod and the matching end of the master piston can be kept larger than a preset value. When the power-assisted provider cannot work normally, the power-assisted piston cannot extend leftwards to move by providing pressure, the main cylinder input push rod cannot move leftwards, a driver can push the driving piston to move leftwards by pushing the brake pedal through the push rod, and the simulation cavity is formed into a closed cavity due to the fact that the fluid supplementing hole and the oil return hole are only communicated with the normal pressure cavity, and at the moment, the pedal feel simulator still provides damping. When the driving piston continues to move leftwards, the pressure relief valve loop is opened, the pressure in the simulation cavity can directly return to the oilcan through the normal pressure cavity and the fluid supplementing hole of the pressure relief valve loop when the decoupling gap is smaller than or equal to a preset value, the pressure in the pressure relief valve loop is enabled to short-circuit the pedal feel simulator, at the moment, the pressure in the simulation cavity is relieved, pedal input force is transmitted to the booster piston through the driving piston and the main cylinder input push rod, the booster piston drives the main cylinder piston in the main cylinder cavity to act, and braking oil pressure is generated, so that braking components generate braking force, and a vehicle is decelerated. In this mode, substantially all of the pedal input force is converted to hydraulic braking force, eliminating the effect of the pedal feel simulator. In addition, the working process of the vehicle in the capacity recovery mode is basically the same as that of the power-assisted provider in normal working, and the vehicle can be braked according to energy recovery, so that the power-assisted provider does not act or provides lower power-assisted pressure when a driver steps on a brake pedal, and the decoupling gap is still ensured to be kept larger than a preset value in the mode.

In addition to the objects, features and advantages described above, the present application has other objects, features and advantages. The present application will be described in further detail with reference to the drawings.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

fig. 1 shows a schematic overall structure of an embodiment of an electric power-assisted brake device according to the present application;

FIG. 2 shows a schematic partial cross-sectional structure of the electric brake apparatus of FIG. 1;

FIG. 3 shows a schematic diagram of the electric brake apparatus of FIG. 1;

fig. 4 shows an enlarged partial schematic view of the electric brake apparatus of fig. 3.

Detailed Description

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

In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects 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 such that the embodiments of the application described herein are, for example, capable of operation in other environments. 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 exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.

As shown in fig. 1, 2 and 3, the present application provides an embodiment of an electronic power-assisted brake device including a main housing 20, a oilcan 10, a master piston 24, a master cylinder piston 21, a power-assisted piston 22, a master cylinder input pushrod 25, a power-assisted provider 23 and a pedal feel simulator 26. Wherein, the oil can 10 is installed on the main housing 20, and the main housing 20 is formed with a normal pressure chamber 20c, a simulation chamber 20b, a booster chamber 20a and a master cylinder chamber 20d which are relatively independent, and the normal pressure chamber 20c, the simulation chamber 20b, the booster chamber 20a and the master 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 connected with a pedal in a driving mode, 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 20c. The master cylinder piston 21 is movably installed in the master cylinder chamber 20d, the oilcan 10 is communicated with the master cylinder chamber 20d through an oil port, and a control oil port communicated with the master cylinder chamber 20d is formed in the master housing 20. The booster piston 22 is movably installed in the booster cavity 20a, a first end of the booster piston 22 forms a braking end, the braking end stretches into the master cylinder cavity 20d to be in driving fit with the master cylinder piston 21, and a second end of the booster piston 22 is located in the booster cavity 20a to form a booster end. The master cylinder input rod 25 is movably mounted between the booster chamber 20a and the simulation chamber 20b, a first end of the master cylinder input rod 25 is engaged with the booster end of the booster piston 22, and a decoupling gap a is formed between a second end of the master cylinder input rod 25 and the engaged end of the master piston 24. A booster supply 23 is mounted on the main housing 20 and connected between the oilcan 10 and the booster chamber 20a, the booster supply 23 being adapted to supply pressure in the booster chamber 20a to move the booster piston 22 towards its braking end. The oil inlet end of the pedal feel simulator 26 is communicated with the simulation chamber 20b, and the oil outlet end of the pedal feel simulator 26 is communicated with the normal pressure chamber 20c. The main housing 20 is further formed with an oil return hole 201 and a fluid supplementing hole 202 communicating with the oilcan 10. In the non-braking state, the oil return hole 201 is communicated with the simulation cavity 20b, and the fluid supplementing hole 202 is communicated with the normal pressure cavity 20 c; in the braking state, the active piston 24 moves toward the mating end thereof, and the oil return hole 201 and the fluid-supplementing hole 202 are both in communication with the normal pressure chamber 20c. When the decoupling gap a is greater than a predetermined value, the relief valve circuit 28 is closed; when the decoupling gap a is less than or equal to the predetermined value, the relief valve circuit 28 is opened, the relief valve circuit 28 shorts the pedal feel simulator 26, the mating end of the master piston 24 mates with the second end of the master cylinder input push rod 25, and the master piston 24 can push the booster piston 22 toward its braking end.

By applying the technical scheme of the application, the electric power-assisted braking device integrally installs the oilcan 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, a normal pressure cavity 20c, a simulation cavity 20b, a power-assisted cavity 20a and a main cylinder cavity 20d formed on the main shell 20 are positioned on the same axis, 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, and after the power-assisted provider 23 fails, a driver can conveniently apply a pedal force on the main cylinder piston 21 in a straight-line mode to realize braking.

Specifically, as shown in fig. 3 and 4, when the booster 23 is able to work normally, when the driver steps on the brake pedal 40, the brake pedal 40 pushes the driving piston 24 to move leftwards, the booster 23 generates booster pressure and transmits the booster pressure to the booster chamber 20a, so that the first end of the booster piston 22 moves leftwards, the master cylinder piston 21 in the master cylinder chamber 20d is driven to act, and a brake oil pressure is generated, so that the braked component generates a braking force, and the vehicle is decelerated. Meanwhile, with the movement of the driving piston 24, the fluid-filling 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, with the continued leftward movement of the driving piston 24, pressure is generated in the simulation cavity 20b and transmitted to the pedal feel simulator 26, hydraulic oil of the pedal feel simulator 26 returns to the oil can 10 through the normal pressure cavity 20c and the fluid-filling hole 202, and in the process, good pedal pressure is simulated through damping of the pedal feel simulator 26. Due to the operation of the booster supply 23, the booster piston 22 can be moved to the left with the master cylinder input rod 25, and the decoupling gap a formed between the second end of the master cylinder input rod 25 and the mating end of the master piston 24 is maintained to be greater than a predetermined value.

When the booster supply 23 cannot normally work, the booster piston 22 cannot be provided with pressure to extend leftwards, the master cylinder input push rod 25 cannot move leftwards, the driver can push the driving piston 24 to move leftwards through the push rod when stepping on the brake pedal 40, and the simulation cavity 20b is a closed cavity because the fluid supplementing hole 202 and the oil return hole 201 are only communicated with the normal pressure cavity 20c, and the pedal feel simulator 26 still provides damping at the moment. 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 loop 28 is opened, the pressure in the simulation cavity 20b can directly return to the oilcan 10 through the normal pressure cavity 20c and the fluid supplementing hole 202 by the relief valve loop 28, the relief valve loop 28 is short-circuited to the pedal feel simulator 26, at the moment, the pressure in the simulation cavity 20b is released, the pedal input force is transmitted to the booster piston 22 through the driving piston 24 and the main cylinder input push rod 25, the booster piston 22 drives the main cylinder piston 21 in the main cylinder cavity 20d to act, and the braking oil pressure is generated, so that braking parts generate braking force, and the vehicle is decelerated. In this mode, substantially all of the pedal input force is converted to hydraulic braking force, eliminating the effect of pedal feel simulator 26.

In addition, the vehicle can be braked according to the energy recovery in a mode in which the power-assisted provider 23 can operate normally, and the power-assisted provider 23 is deactivated or provides a lower level of power-assisted pressure when the driver steps on the brake pedal 40, while still ensuring that the decoupling gap a remains greater than a predetermined 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 volume of the electronic power-assisted braking device are reduced, and the layout and the adjustment of the whole vehicle are facilitated. Alternatively, in the technical solution of this embodiment, the predetermined value is 0, and as another optional implementation manner, the predetermined value may be a constant value or a range greater than 0.

As shown in fig. 2, in an alternative solution of the present embodiment, the booster provider 23 includes a motor and a hydraulic component, and the motor drives the hydraulic component to operate, and supplies the oil in the oil can 10 to the booster chamber 20a to move the booster piston 22. In general, failure of the booster supply 23 refers to failure of the motor component or the hydraulic component, such that hydraulic pressure cannot continue to be generated.

In the technical scheme of the present application, a hydraulic system mainly comprising hydraulic oil is adopted, and the oil can 10 stores the hydraulic oil. As an alternative embodiment, the hydraulic system may be replaced by a pneumatic system, and the oil can 10 may be replaced by an air source, and the pneumatic system has a higher requirement for tightness, but this is an equivalent alternative which will be easily recognized by those skilled in the art, and should also fall within the protection scope of the present application.

Alternatively, as shown in fig. 2, in the technical solution of this embodiment, a first mounting hole 203 is formed on the main housing 20 at a position adjacent to the simulation chamber 20b, and the booster provider 23 is mounted on the first mounting hole 203. More preferably, 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. In the present embodiment, the first and second mounting holes 203 and 204 of the main housing 20 allow the power assist device 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 used for outputting 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 may drive movement of the input end of the master cylinder 50, pushing the master cylinder piston within the master cylinder 50 to the left, creating brake pressure to slow 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 via the electronic stability system 50.

More preferably, the electronic stabilizing 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 the 4 braking wheels simultaneously, so that the full braking of the 4 wheels of the vehicle is realized.

Alternatively, in the technical solution of the present embodiment, the electronic stabilization system 50 is installed on the back side of the main housing 20, the booster provider 23 is installed on 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 technical solution of the present embodiment, the oilcan 10 is mounted on the main housing 20 at a position corresponding to the master cylinder chamber 20d, so as to facilitate the supply of oil to the master cylinder chamber 20 d. Specifically, as shown in fig. 2, the master cylinder chamber 20d includes a master cylinder first chamber and a master cylinder second chamber, the master cylinder piston 21 is movably installed between the master cylinder first chamber and the master cylinder second chamber, a first oil port 205 and a second oil port 206 are provided on the master housing 20 at a position of the master cylinder chamber 20d, the first oil port 205 is communicated with the master cylinder first chamber, the second oil port 206 is communicated with the master cylinder second chamber, and the oilcan 10 is communicated with the first oil port 205 and the second oil port 206. In use, the first port 205 is used for supplying oil to the first chamber of the master cylinder and the second port 206 is used for returning oil to the second chamber of the master cylinder, wherein both oil supply and 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 a position of the master cylinder cavity 20d, and an oil passage is formed in the main housing 20 and is respectively communicated with the third oil port 207, the oil return hole 201, the fluid supplementing hole 202 and the power assisting device 23. Thus, the hydraulic oil stored in the oilcan 10 can be supplied to the normal pressure chamber 20c, the simulation chamber 20b, and the assist chamber 20a for use.

As shown in fig. 1, as a more preferred embodiment, the main housing 20 is formed with a mounting structure 208, and in use, the electric power-assisted brake device can be firmly mounted to the brake pedal 40 by the mounting structure 208 to facilitate actuation of the brake pedal 40.

More preferably, as shown in FIG. 1, the electric assist brake further includes a brake push rod 70, a first end of the brake push rod 70 being coupled to a first end of the master piston 24, and a second end of the brake push rod 70 being adapted for driving engagement with the brake pedal 40. In use, the driver moves the brake push rod 70 by depressing the brake pedal 40, and the brake push rod 70 pushes the master piston 24.

Preferably, as shown in fig. 2 and 4, in the technical solution of the present embodiment, the device further includes a return elastic member 27, where the return elastic member 27 is installed between the mating end of the driving piston 24 and the inner wall of the simulation chamber 20 b. The return spring 27 can assist in simulating the feel of a depression of the brake pedal 40 on the one hand, and the return spring 27 can also assist in returning the master piston 24 to the non-braking position on the other hand.

More preferably, as shown in fig. 3, in the present embodiment, the electronic power-assisted brake apparatus further includes a pedal stroke sensor 31, and the pedal stroke sensor 31 is configured to detect a position of the pedal input, and the power-assisted provider 23 is activated when the position of the pedal input moves toward the braking state. Thus, the brake power can be provided by activating the booster supply unit 23 while detecting the pedal input operation. More preferably, the electronic power-assisted brake device may also include a controller electrically connected to the pedal stroke sensor 31, and the controller controls the activation or deactivation of the power-assisted provider 23.

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

More preferably, as shown in fig. 3, the electronic power-assisted brake device further includes a simulation cavity pressure sensor 32 and a power-assisted cavity pressure sensor 33, wherein the simulation cavity pressure sensor 32 is used for detecting the pressure of the simulation cavity 20b, the power-assisted cavity pressure sensor 33 is used for detecting the pressure of the power-assisted cavity 20a, in use, the simulation cavity pressure sensor 32 is mainly used for monitoring whether a simulation cavity loop 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 pushrod 283. The pressure release flow path 281 is arranged on the driving piston 24, a first end of the pressure release flow path 281 is connected with the simulation cavity 20b, a second end of the pressure release flow path 281 is connected with the normal pressure cavity 20c, the pressure release valve 282 is arranged on the pressure release flow path 281 and used for controlling the on-off of the pressure release flow path 281, the pressure release ejector rod 283 is connected with the pressure release valve 282, and the pressure release ejector rod 283 extends out of the matched end of the driving piston 24. When the power-assisted supply device 23 cannot work normally, the driving piston 24 moves leftwards, the master 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 master cylinder input push rod 25 is matched with the pressure release push rod 283 to open the pressure release valve 282. If the booster supply 23 can be operated normally, 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 mounted on the relief valve 282, and the relief valve 282 is ensured to be in a normally closed state by the elastic force of the spring.

As shown in fig. 3, in the technical solution of the present embodiment, the sealing structure 241 is two first sealing rings disposed on the driving piston 24 at intervals, and a normal 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 driving piston 24 by improving manufacturing accuracy.

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

The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present application unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.

Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative 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 in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

In the description of the present application, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present application and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present application; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.

The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (10)

1. An electronic power-assisted brake device, characterized by comprising:

a main housing (20);

an oilcan (10) mounted on the main casing (20);

the main shell (20) is provided with a normal pressure cavity (20 c), a simulation cavity (20 b), a power-assisted cavity (20 a) and a main cylinder cavity (20 d) which are relatively independent, and the normal pressure cavity (20 c), the simulation cavity (20 b), the power-assisted cavity (20 a) and the main cylinder cavity (20 d) are positioned on the same axis;

the driving piston (24) is movably arranged in the normal pressure cavity (20 c), 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 (20 b), 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 (20 b) and the normal pressure cavity (20 c);

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

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

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

a booster provider (23) mounted on the main housing (20) and connected between the oil can (10) and the booster chamber (20 a), the booster provider (23) being configured to provide pressure in the booster chamber (20 a) to move the booster piston (22) toward its braking end;

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

an oil return hole (201) and a fluid 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 (20 b) in an unbraked state, and the fluid 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 fluid 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) shorts the pedal feel simulator (26), the matching end of the driving piston (24) is matched with the second end of the main cylinder input push rod (25), and the driving piston (24) can push the booster piston (22) to move towards the braking end of the booster piston.

2. The electronic power-assisted brake device according to claim 1, characterized in that a first mounting hole (203) is formed in the main housing (20) at a position adjacent to the simulation chamber (20 b), and the power-assisted provider (23) is mounted on the first mounting hole (203).

3. The electric power-assisted brake device according to claim 1, characterized in that a second mounting hole (204) is further provided in the main housing (20), and the pedal feel simulator (26) is mounted on the second mounting hole (204).

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

5. The electronic power-assisted braking device according to claim 4, characterized in that a connector (51) is arranged on the electronic stabilizing system (50), and the connector (51) is used for outputting control oil to a control end of the braking wheel.

6. The electric power-assisted brake device according to claim 1, characterized in that the oilcan (10) is mounted on the main casing (20) at a position corresponding to the master cylinder chamber (20 d).

7. The electronic power-assisted brake device according to claim 6, characterized in that the master cylinder chamber (20 d) comprises a master cylinder first chamber and a master cylinder second chamber, the master cylinder piston (21) is movably installed between the master cylinder first chamber and the master cylinder second chamber, a first oil port (205) and a second oil port (206) are formed in the master housing (20) at the position of the master cylinder chamber (20 d), the first oil port (205) is communicated with the master cylinder first chamber, the second oil port (206) is communicated with the master cylinder second chamber, and the oilcan (10) is communicated with the first oil port (205) and the second oil port (206).

8. The electronic power-assisted braking device according to claim 7, characterized in that a third oil port (207) is further provided on the main housing (20) at a position of the master cylinder chamber (20 d), and an oil passage is provided in the main housing (20), and the oil passage is respectively communicated with the third oil port (207) and the oil return hole (201), the fluid supplementing hole (202) and the power-assisted provider (23).

9. The electric power-assisted brake device according to claim 1, characterized in that a mounting structure (208) is formed on the main housing (20), the mounting structure (208) being used for mounting the electric power-assisted brake device at a brake pedal (40).

10. The electric power brake device according to claim 1, further comprising a brake push rod (70), a first end of the brake push rod (70) being connected to the first end of the active piston (24), a second end of the brake push rod (70) being adapted for driving connection with a brake pedal (40).