CN117360459A - Pedal feel simulator, pedal feedback force adjusting unit and method - Google Patents

Abstract

The invention relates to a pedal feel simulator and pedal feedback force adjusting unit and method, wherein a brake master cylinder is provided with a first sealing cavity and a second sealing cavity, a pedal push rod of a brake pedal is connected to the brake master cylinder, a displacement sensor is arranged on the pedal push rod, the simulator sealing cavity is provided with a front sealing cavity and a rear sealing cavity, the front sealing cavity is communicated with the first sealing cavity, a pressure sensor is arranged at a communicating pipeline, the rear sealing cavity is formed by a sealing cover and an O-shaped sealing ring, and the rear sealing cavity is connected with a one-way valve and a linear electromagnetic valve. Through this structure, solved current footboard sensory simulator spare part comparatively disperses before the assembly, the process that needs when assembling to the big valve piece of assembly is numerous, needs to reserve more stations when the assembly line body design. The pedal feel feedback force of the pedal feel simulator on the market at present is constant and cannot be adjusted, and the pedal feel simulator cannot meet the requirements of different drivers and different pedal ratio vehicle types.

Description

Pedal feel simulator, pedal feedback force adjusting unit and method

Technical Field

The invention relates to the technical field of pedal feel simulators, in particular to a pedal feel simulator, a pedal feedback force adjusting unit and a pedal feedback force adjusting method.

Background

Pedal feel simulators currently applied to integrated electro-hydraulic brake systems are mainly divided into three categories: disc spring combination type for BOSCH IPB application, pure rubber type for CONTIMK-C1 application, and cylindrical spring combination type for ZF (TRW) IBC application. The disc spring combination pedal feel simulator applied by the BOSCH IPB has obvious transition inflection points among springs with different rigidities, the pedal feel has obvious transition abrupt feel, and the parts are formed by combining 18 disc springs, so that the cost is high. The pure rubber pedal feel simulator applied by CONTIMK-C1 has the advantages that the rubber hardness is easily affected by temperature, the pedal feel consistency is poor at different temperatures, the pedal feel is softer in a high-temperature environment, and the pedal feel is harder in a low-temperature environment. The cylindrical spring combined pedal feel simulator applied to ZF (TRW) IBC has more parts and higher cost.

The existing pedal feel simulator has scattered parts before assembly, generally 3-10 parts, and needs a plurality of working procedures when assembled to a large valve block of the integrated electronic hydraulic brake assembly, and more stations are reserved when the integrated electronic hydraulic brake assembly line body is designed, so that the integral process beat is difficult to guarantee, and the process manufacturing cost is greatly increased. Most pedal feel simulators in the market at present are passive, namely pedal feel feedback force is constant and cannot be adjusted, and the requirements of different drivers and different pedal ratio vehicle types cannot be met.

Disclosure of Invention

The invention provides a pedal feel simulator and a pedal feedback force adjusting unit and method, which solve the problems that the existing pedal feel simulator is scattered in parts before assembly, and needs a plurality of working procedures when being assembled to a large valve block of an integrated electronic hydraulic brake assembly, and more working stations are reserved when the integrated electronic hydraulic brake assembly line body is designed, so that the integral process beat is difficult to guarantee, and the process manufacturing cost is greatly increased. Most pedal feel simulators on the market at present are passive, namely pedal feel feedback force is constant and cannot be adjusted, and the requirements of different drivers and different pedal ratio vehicle types cannot be met.

The technical scheme for solving the technical problems is as follows:

the simulator piston structure comprises a simulator piston, a first elastic component, a third elastic component, a first mounting seat, a fourth elastic component, a second mounting seat and a fixed push rod, wherein a gasket and the first mounting seat are arranged in the simulator piston;

The sealing cover is internally provided with a second mounting seat and a second elastic component.

The beneficial effects of the invention are as follows: an annular groove is formed in the inner step of the simulator piston, a first elastic component is arranged in the annular groove, and the height of the first elastic component is larger than the depth of the annular groove. A gasket and a first mounting seat are arranged in the simulator piston, and the gasket and the first mounting seat are matched with a third elastic part to push the third elastic part to form pressure under the action of a fixed push rod. When the driver steps on the pedal to push the brake master cylinder, brake fluid in the master cylinder is compressed and then enters the simulator cavity, the compressed brake fluid pushes the simulator piston to axially move, the simulator piston pushes the third elastic component to compress, and when the first mounting seat is in contact with the gasket, the first elastic component intervenes until the gap between the gasket and the first mounting seat is eliminated. At this time, the fourth elastic member intervenes, and the driver continues to step on the pedal, and the brake fluid continues to push the simulator piston to compress the fourth elastic member until the second elastic member comes into contact with the push rod, and the second elastic member intervenes.

And after the second elastic component is interposed, when the first mounting seat is contacted with the second mounting seat, the whole working process of the simulator is finished, and the retraction is released in an opposite mode.

The simulator can be used as an integral assembly for on-line assembly when the 1-Box assembly is assembled, so that the working procedure of the 1-Box assembly line is simplified, the beat of the 1-Box assembly line assembly is greatly improved, and the process manufacturing cost is effectively reduced.

On the basis of the technical scheme, the invention can be improved as follows.

Further, a cylindrical counter bore is formed in the simulator piston, a gasket and a first mounting seat are arranged in the counter bore, a leather cup groove is formed in the simulator piston, a sealing leather cup is arranged in the leather cup groove, a blind hole is formed in the center of an inner step of the simulator piston, and a fixed push rod is arranged in the blind hole.

The beneficial effect of adopting above-mentioned further scheme is, is provided with gasket and first mount pad in the counter bore, and the both ends of third elastomeric element butt respectively in gasket and first mount pad. The simulator piston is provided with the leather cup groove, and the sealing leather cup is arranged in the leather cup groove, so that a closed cavity is formed when the simulator piston is assembled to the piston cavity. A blind hole is formed in the center of the inner step of the simulator piston, a fixed push rod is arranged in the blind hole, and the blind hole is in interference fit with the fixed push rod.

On the basis of the technical scheme, the invention can be improved as follows.

Further, the fixed push rod is provided with three steps, wherein the first step is in interference fit with the blind hole, the third elastic component penetrates through the outer surface of the second step, the first mounting seat is slidably arranged on the second step, the first mounting seat is in clearance fit with the second mounting seat, and the diameter of the third step is larger than that of the middle hole of the second mounting seat.

The beneficial effect of adopting above-mentioned further scheme is, first step and blind hole interference fit can make fixed push rod remove in the blind hole. The third elastic component passes the surface of second step to slide and set up in the second step, fixed push rod promotes the third elastic component, make third elastic component form thrust, act on first mount pad, make first mount pad and second mount pad can contact, first mount pad and second mount pad are clearance fit with the second step, make first mount pad and second mount pad contact the back, at the effort of fourth elastic component resilience, can be more convenient separate first mount pad and second mount pad, release the return with the simulator according to opposite mode. The diameter of the third step is larger than the middle hole of the second installation seat, so that the second installation seat is sleeved on the fixed push rod and cannot deviate from the third step, and the axial displacement of the second installation seat can be limited.

On the basis of the technical scheme, the invention can be improved as follows.

Further, a through hole is formed in the center of the gasket, and the gasket is in clearance fit with the second step.

The beneficial effect of adopting above-mentioned further scheme is that, the through-hole has been seted up to the center department of gasket, and the gasket is clearance fit with the second step for the gasket can slide on the second step from top to bottom. A third elastic component is arranged between the gasket and the first mounting seat. The third elastic component is arranged between the gasket and the first mounting seat, the third elastic component can be limited, and meanwhile, the gasket and the first mounting seat can be separated by the resilience force of the third elastic component, so that the simulator can work repeatedly.

On the basis of the technical scheme, the invention can be improved as follows.

Further, the second mount pad has seted up the inner groovy with the inside of first mount pad, and the edge of second mount pad and first mount pad has outstanding, is provided with third elastomeric element in the inner groovy of first mount pad, and the both ends of fourth elastomeric element butt respectively in the outstanding of first mount pad and second mount pad, and third elastomeric element and fourth elastomeric element are equirigidity or become stiffness cylinder spring.

The beneficial effect of adopting above-mentioned further scheme is, set up fourth elastomeric element between first mount pad and second mount pad, utilizes the protrusion of first mount pad and second mount pad to prescribe a limit to fourth elastomeric element. The third elastic component is arranged in the inner groove of the first mounting seat, the third elastic component can push the first mounting seat to slide on the second step, and when the first mounting seat is contacted with the second mounting seat, the simulator can be released and returned according to the opposite direction by the resilience force of the fourth elastic component, so that the simulator can work repeatedly.

The third elastic component and the fourth elastic component are equal-rigidity or variable-rigidity cylindrical springs. The stiffness of the fourth and third elastic members may be determined with the load required to produce a unit deformation. The spring is convenient for a user to adjust the spring according to the needs.

On the basis of the technical scheme, the invention can be improved as follows.

Further, step recess has been seted up in the centre of sealed lid, and step recess has first recess and second recess, is provided with the second mount pad in the first recess, is provided with second elastomeric element in the second recess, first recess and second mount pad interference fit, second recess and second elastomeric element interference fit.

The beneficial effect of adopting above-mentioned further scheme is, place second elastomeric element and second mount pad in the centre of sealed lid, first recess and second mount pad interference fit, second recess and second elastomeric element interference fit, when first mount pad and second mount pad contact, whole simulator working process ends to release the withdrawal according to opposite mode.

On the other hand, the invention provides a pedal feedback force adjusting unit, wherein a brake master cylinder is provided with a first sealing cavity and a second sealing cavity, a pedal push rod of a brake pedal is connected to the brake master cylinder, a displacement sensor is arranged on the pedal push rod, a simulator sealing cavity is provided with a front sealing cavity and a rear sealing cavity, the front sealing cavity is communicated with the first sealing cavity, a pressure sensor is arranged at a communicating pipeline, the rear sealing cavity is formed by a sealing cover and an O-shaped sealing ring, and the rear sealing cavity is connected with a one-way valve and a linear electromagnetic valve.

The beneficial effect of adopting above-mentioned further scheme is, the footboard push rod of brake pedal is connected in the brake master cylinder, is provided with displacement sensor on the footboard push rod, and preceding sealed chamber is linked together with first sealed chamber, and is provided with pressure sensor in intercommunication pipeline department, can implement the real-time value of feedback footboard displacement and footboard power. The air passage for introducing the atmosphere is arranged in the rear sealing cavity of the simulator, and the linear solenoid valve capable of adjusting the size of the throttle opening and the one-way valve capable of enabling the pedal to return quickly are arranged in the air passage. An active adjusting device is added on the basis of the existing simulator, so that the effect of actively adjusting the pedal feel is achieved.

On the basis of the technical scheme, the invention can be improved as follows.

Further, the linear solenoid valve is a normally open linear control solenoid valve, and the rear seal chamber is connected to the bottom side of the linear solenoid valve, and the outside atmosphere is communicated with the side surface of the linear solenoid valve.

The adoption of the further scheme has the beneficial effect that the linear electromagnetic valve can adjust the throttle orifice of the rear sealing cavity communicated with the atmosphere. The smaller the throttle orifice is, the larger the throttle effect of the air in the rear seal cavity to the atmosphere is, the larger the pressure difference between the rear seal cavity and the outside atmospheric pressure is, namely, the larger the atmospheric pressure in the rear seal cavity is, and the larger the force fed back to the simulator piston is; the larger the throttle hole is, the smaller the throttling effect of the air in the seal cavity to the atmosphere is, the smaller the pressure difference between the rear seal cavity and the outside atmospheric pressure is, namely, the smaller the atmospheric pressure in the rear seal cavity is, and the smaller the force fed back to the simulator piston is; the adjustment of the pedal feel feedback force can be realized by adjusting the size of the throttle opening of the linear solenoid valve.

On the basis of the technical scheme, the invention can be improved as follows.

Further, the outside of the linear solenoid valve is provided with a check valve in parallel, and the check valve is communicated with one side of the rear sealing cavity facing the outside atmosphere and is not communicated in the reverse direction.

The beneficial effect of adopting above-mentioned further scheme is that, the outside of linear solenoid valve is parallelly connected to be provided with the check valve, and the check valve communicates with the one side of back sealed chamber towards external atmosphere, reverse non-intercommunication. The pedal can be guaranteed to be stepped on by a driver and can quickly return to the zero position, the linear electromagnetic valve can be guaranteed to adjust the pedal sensory feedback force through the adjusting throttle opening, and meanwhile the pedal can be guaranteed to quickly return.

In another aspect, the present invention provides a pedal feedback force method, divided into two adjustment modes:

the first adjustment mode step includes:

a1: the system prestores a plurality of pedal feel modes; wherein, the multiple pedal feel modes are lighter, moderate and heavier, and the lighter, moderate and heavier modes respectively correspond to a first throttle opening, a second throttle opening and a third throttle opening of the preset linear solenoid valve one by one;

a2: in the lighter mode, the ECU control program controls the linear solenoid valve to adjust to the first throttle opening;

a3: in the moderate mode, the ECU control program controls the linear solenoid valve to adjust to the opening of the second throttle opening;

a4: in the heavier mode, the ECU control program controls the linear solenoid valve to adjust to the opening of the third throttle opening;

The second adjustment mode step includes:

b1: a pedal feel 'custom' mode adjustment is provided in a user interface of the vehicle-mounted interactive device; b2: in the "custom" mode, the user can adjust different throttle openings of the linear solenoid valve 570 according to his driving habit;

b3: aiming at different throttle opening degrees of the linear solenoid valve, a user displays the throttle opening degrees through a 'percentage progress bar', so that the user can identify pedal feeling in different percentage states, and the user can find pedal feeling suitable for the user.

The beneficial effect of adopting above-mentioned further scheme is, seal the cavity and set up the gas circuit that lets in the atmosphere behind the simulator to set up the linear solenoid valve of adjustable orifice size and can let the footboard return fast's check valve in the gas circuit, this design can realize the footboard sense and initiatively adjust. The sizes of throttle openings of the electromagnetic valves in different modes are preset through the ECU to calibrate different pedal sensations, and therefore the user can adjust the pedal sensations in the preset modes. The ECU adjusts the size of the throttle opening of the linear solenoid valve according to the instruction by the user to self-define the light and heavy percentage of the pedal feel, so as to realize the self-defined adjustment of the pedal feel.

Drawings

FIG. 1 is a schematic diagram of a pedal feel simulator according to the present invention;

FIG. 2 is a schematic diagram of the front structure of a pedal feel simulator according to the present invention;

FIG. 3 is a front cross-sectional view of a pedal feel simulator of the present invention;

fig. 4 is a cross-sectional view of a pedal feedback force adjusting unit of the present invention.

In the drawings, the list of components represented by the various numbers is as follows: 110-simulator piston; 111-counter bore; 113-a leather cup groove; 115-an annular groove; 117-blind hole; 120-a first elastic member; 130-a third elastic member; 140-a first mount; 141-protrusion; 143-an inner groove; 150-fourth elastic members; 160-a second mount; 170-fixing the push rod; 171-first step; 173-a second step; 175-a third step; 180-spacers; 181-through holes; 190-sealing leather cup; 310-sealing cover; 311-a first groove; 313-second groove; 330-a second elastic member; 510—a master cylinder; 511-a first sealed cavity; 513-a second sealed chamber; 520-brake pedal; 521-pedal push rod; 530-a displacement sensor; 540-simulator seal chamber; 541-front seal chamber; 543-rear seal chamber; 5431-O-shaped sealing rings; 550-a pressure sensor; 560-one-way valve; 570-a linear solenoid valve.

Detailed Description

The principles and features of the present invention are described below with reference to the drawings, the examples are illustrated for the purpose of illustrating the invention and are not to be construed as limiting the scope of the invention.

Example 1

As shown in fig. 1 to 4, the simulator piston structure includes a simulator piston 110, a first elastic member 120, a third elastic member 130, a first mounting seat 140, a fourth elastic member 150, a second mounting seat 160, and a fixed push rod 170, wherein a gasket 180 and the first mounting seat 140 are disposed in the simulator piston 110, the third elastic member 130 is disposed between the gasket 180 and the first mounting seat 140, an annular groove 115 is disposed on an inner step of the simulator piston 110, the first elastic member 120 is disposed in the annular groove 115, one end of the fixed push rod 170 passes through center holes of the first mounting seat 140 and the second mounting seat 160, the other end of the fixed push rod 170 is clamped in the center hole of the second mounting seat 160, and the fourth elastic member 150 is disposed between the first mounting seat 140 and the second mounting seat 160;

the sealing cover 310, the second mounting seat 160 and the second elastic member 330 are disposed in the sealing cover 310.

Specifically, the inner step of the simulator piston 110 is provided with an annular groove 115, a first elastic member 120 is disposed in the annular groove 115, and the height of the first elastic member 120 is greater than the depth of the annular groove 115. A gasket 180 and a first mounting seat 140 are arranged in the simulator piston 110, and the gasket 180 and the first mounting seat 140 cooperate with the third elastic component 130 to push the third elastic component 130 to form pressure under the action of the fixed push rod 170. When the driver steps on the pedal to push the brake master cylinder 510, the brake fluid in the master cylinder is compressed and enters the simulator cavity, the compressed brake fluid pushes the simulator piston 110 to axially move, the simulator piston 110 pushes the third elastic member 130 to compress, and when the first mounting seat 140 is in contact with the gasket 180, the first elastic member 120 intervenes until the gap between the gasket 180 and the first mounting seat 140 is eliminated. At this time, the fourth elastic member 150 intervenes, the driver continues to step on the pedal, and the brake fluid continues to push the simulator piston 110 to compress the fourth elastic member 150 until the second elastic member 330 comes into contact with the push rod, and the second elastic member 330 intervenes.

The second elastic member 330 and the second mount 160 are placed in the middle of the sealing cap 310, and after the second elastic member 330 is interposed, when the first mount 140 is in contact with the second mount 160, the entire simulator operation is ended and the withdrawal is released in the opposite manner.

As shown in fig. 1-4, a cylindrical counter bore 111 is formed in the simulator piston 110, a gasket 180 and a first mounting seat 140 are arranged in the counter bore 111, a cup groove 113 is formed in the simulator piston 110, a sealing cup 190 is arranged in the cup groove 113, a blind hole 117 is formed in the center of an inner step of the simulator piston 110, and a fixed push rod 170 is arranged in the blind hole 117.

Specifically, a gasket 180 and a first mounting seat 140 are disposed in the counterbore 111, and two ends of the third elastic member 130 are respectively abutted against the gasket 180 and the first mounting seat 140. The simulator piston 110 is provided with a cup groove 113, and a sealing cup 190 is arranged in the cup groove 113, so that a closed cavity is formed when the simulator piston 110 is assembled into the piston cavity. A blind hole 117 is formed in the center of the inner step of the simulator piston 110, a fixed push rod 170 is arranged in the blind hole 117, and the blind hole 117 and the fixed push rod 170 are in interference fit.

As shown in fig. 1 to 4, the fixed push rod 170 has three steps, wherein the first step 171 is in interference fit with the blind hole 117, the third elastic member 130 passes through the outer surface of the second step 173, the first mounting seat 140 is slidably disposed on the second step 173, the first mounting seat 140 is in clearance fit with the second mounting seat 160 and the second step 173, and the diameter of the third step 175 is larger than that of the middle hole of the second mounting seat 160.

Specifically, the first step 171 is in interference fit with the blind hole 117, such that the stationary push rod 170 moves within the blind hole 117. The third elastic component 130 passes through the outer surface of the second step 173 and is slidably arranged on the second step 173, the fixed push rod 170 pushes the third elastic component 130, so that the third elastic component 130 forms a pushing force, the pushing force acts on the first mounting seat 140, the first mounting seat 140 and the second mounting seat 160 can be in contact, the first mounting seat 140 and the second mounting seat 160 are in clearance fit with the second step 173, after the first mounting seat 140 and the second mounting seat 160 are in contact, the first mounting seat 140 and the second mounting seat 160 can be separated more conveniently by the elastic force of the fourth elastic component 150, and the simulator can be released and retracted in an opposite mode. The diameter of the third step 175 is larger than the middle hole of the second installation seat 160, so that the second installation seat 160 is sleeved on the fixed push rod 170 and cannot be separated from the third step 175, and the axial displacement of the second installation seat 160 can be limited.

As shown in fig. 1-4, a through hole 181 is formed in the center of the spacer 180, and the spacer 180 is in clearance fit with the second step 173.

Specifically, a through hole 181 is formed in the center of the spacer 180, and the spacer 180 is in clearance fit with the second step 173, so that the spacer 180 can slide up and down on the second step 173. A third elastic member 130 is disposed between the spacer 180 and the first mount 140. The third elastic member 130 is disposed between the spacer 180 and the first mount 140, so that the third elastic member 130 can be limited, and the resilient force of the third elastic member 130 can separate the spacer 180 from the first mount 140, so that the simulator can operate repeatedly.

As shown in fig. 1 to 4, the second mounting seat 160 and the first mounting seat 140 are provided with inner grooves 143, edges of the second mounting seat 160 and the first mounting seat 140 are provided with protrusions 141, the inner grooves 143 of the first mounting seat 140 are provided with third elastic members 130, two ends of the fourth elastic member 150 are respectively abutted against the protrusions 141 of the first mounting seat 140 and the second mounting seat 160, and the third elastic members 130 and the fourth elastic member 150 are equal-rigidity or variable-rigidity cylindrical springs.

Specifically, the fourth elastic member 150 is disposed between the first mount 140 and the second mount 160, and the fourth elastic member 150 is defined by the protrusions 141 of the first mount 140 and the second mount 160. The third elastic member 130 is disposed in the inner groove 143 of the first mount 140, and the third elastic member 130 can push the first mount 140 to slide on the second step 173, and when the first mount 140 contacts the second mount 160, the elastic force of the fourth elastic member 150 releases the simulator back in the opposite direction, so that the simulator can work repeatedly.

As shown in fig. 1 to 4, a step groove is formed in the middle of the sealing cover 310, the step groove is provided with a first groove 311 and a second groove 313, a second mounting seat 160 is arranged in the first groove 311, a second elastic component 330 is arranged in the second groove 313, the first groove 311 is in interference fit with the second mounting seat 160, and the second groove 313 is in interference fit with the second elastic component 330.

The beneficial effects of this embodiment are: the simulator can be used as an integral assembly for on-line assembly when the 1-Box assembly is assembled, so that the working procedure of the 1-Box assembly line is simplified, the beat of the 1-Box assembly line assembly is greatly improved, and the process manufacturing cost is effectively reduced.

The working process of the embodiment is as follows: the driver steps on the pedal to push the brake master cylinder 510, brake fluid in the master cylinder is compressed and then enters the simulator cavity, the compressed brake fluid pushes the simulator piston 110 to axially move, the simulator piston 110 pushes the third elastic component 130 to compress, and when the third elastic component 130 is compressed until the first mounting seat 140 is in contact with the gasket 180, the first elastic component 120 intervenes until the gap between the gasket 180 and the first mounting seat 140 is eliminated; at this time, the fourth elastic member 150 is interposed, the driver continuously steps on the pedal, and the brake fluid continuously pushes the simulator piston 110 to compress the fourth elastic member 150 until the second elastic member 330 contacts the push rod, and the second elastic member 330 is interposed; when the first mount 140 is in contact with the second mount 160, the entire simulator operation is completed.

Example 2

As shown in fig. 1 to 4, the simulator piston structure includes a simulator piston 110, a first elastic member 120, a third elastic member 130, a first mounting seat 140, a fourth elastic member 150, a second mounting seat 160, and a fixed push rod 170, wherein a gasket 180 and the first mounting seat 140 are disposed in the simulator piston 110, the third elastic member 130 is disposed between the gasket 180 and the first mounting seat 140, an annular groove 115 is disposed on an inner step of the simulator piston 110, the first elastic member 120 is disposed in the annular groove 115, one end of the fixed push rod 170 passes through center holes of the first mounting seat 140 and the second mounting seat 160, the other end of the fixed push rod 170 is clamped in the center hole of the second mounting seat 160, and the fourth elastic member 150 is disposed between the first mounting seat 140 and the second mounting seat 160;

The sealing cover 310, the second mounting seat 160 and the second elastic member 330 are disposed in the sealing cover 310.

Specifically, the inner step of the simulator piston 110 is provided with an annular groove 115, a first elastic member 120 is disposed in the annular groove 115, and the height of the first elastic member 120 is greater than the depth of the annular groove 115. A gasket 180 and a first mounting seat 140 are arranged in the simulator piston 110, and the gasket 180 and the first mounting seat 140 cooperate with the third elastic component 130 to push the third elastic component 130 to form pressure under the action of the fixed push rod 170. When the driver steps on the pedal to push the brake master cylinder 510, the brake fluid in the master cylinder is compressed and enters the simulator cavity, the compressed brake fluid pushes the simulator piston 110 to axially move, the simulator piston 110 pushes the third elastic member 130 to compress, and when the first mounting seat 140 is in contact with the gasket 180, the first elastic member 120 intervenes until the gap between the gasket 180 and the first mounting seat 140 is eliminated. At this time, the fourth elastic member 150 intervenes, the driver continues to step on the pedal, and the brake fluid continues to push the simulator piston 110 to compress the fourth elastic member 150 until the second elastic member 330 comes into contact with the push rod, and the second elastic member 330 intervenes.

The second elastic member 330 and the second mount 160 are placed in the middle of the sealing cap 310, and after the second elastic member 330 is interposed, when the first mount 140 is in contact with the second mount 160, the entire simulator operation is ended and the withdrawal is released in the opposite manner.

As shown in fig. 1-4, a cylindrical counter bore 111 is formed in the simulator piston 110, a gasket 180 and a first mounting seat 140 are arranged in the counter bore 111, a cup groove 113 is formed in the simulator piston 110, a sealing cup 190 is arranged in the cup groove 113, a blind hole 117 is formed in the center of an inner step of the simulator piston 110, and a fixed push rod 170 is arranged in the blind hole 117.

Specifically, a gasket 180 and a first mounting seat 140 are disposed in the counterbore 111, and two ends of the third elastic member 130 are respectively abutted against the gasket 180 and the first mounting seat 140. The simulator piston 110 is provided with a cup groove 113, and a sealing cup 190 is arranged in the cup groove 113, so that a closed cavity is formed when the simulator piston 110 is assembled into the piston cavity. A blind hole 117 is formed in the center of the inner step of the simulator piston 110, a fixed push rod 170 is arranged in the blind hole 117, and the blind hole 117 and the fixed push rod 170 are in interference fit.

As shown in fig. 1 to 4, the fixed push rod 170 has three steps, wherein the first step 171 is in interference fit with the blind hole 117, the third elastic member 130 passes through the outer surface of the second step 173, the first mounting seat 140 is slidably disposed on the second step 173, the first mounting seat 140 is in clearance fit with the second mounting seat 160 and the second step 173, and the diameter of the third step 175 is larger than that of the middle hole of the second mounting seat 160.

Specifically, the first step 171 is in interference fit with the blind hole 117, such that the stationary push rod 170 moves within the blind hole 117. The third elastic component 130 passes through the outer surface of the second step 173 and is slidably arranged on the second step 173, the fixed push rod 170 pushes the third elastic component 130, so that the third elastic component 130 forms a pushing force, the pushing force acts on the first mounting seat 140, the first mounting seat 140 and the second mounting seat 160 can be in contact, the first mounting seat 140 and the second mounting seat 160 are in clearance fit with the second step 173, after the first mounting seat 140 and the second mounting seat 160 are in contact, the first mounting seat 140 and the second mounting seat 160 can be separated more conveniently by the elastic force of the fourth elastic component 150, and the simulator can be released and retracted in an opposite mode. The diameter of the third step 175 is larger than the middle hole of the second installation seat 160, so that the second installation seat 160 is sleeved on the fixed push rod 170 and cannot be separated from the third step 175, and the axial displacement of the second installation seat 160 can be limited.

As shown in fig. 1-4, a through hole 181 is formed in the center of the spacer 180, and the spacer 180 is in clearance fit with the second step 173.

Specifically, a through hole 181 is formed in the center of the spacer 180, and the spacer 180 is in clearance fit with the second step 173, so that the spacer 180 can slide up and down on the second step 173. A third elastic member 130 is disposed between the spacer 180 and the first mount 140. The third elastic member 130 is disposed between the spacer 180 and the first mount 140, so that the third elastic member 130 can be limited, and the resilient force of the third elastic member 130 can separate the spacer 180 from the first mount 140, so that the simulator can operate repeatedly.

As shown in fig. 1 to 4, the second mounting seat 160 and the first mounting seat 140 are provided with inner grooves 143, edges of the second mounting seat 160 and the first mounting seat 140 are provided with protrusions 141, the inner grooves 143 of the first mounting seat 140 are provided with third elastic members 130, two ends of the fourth elastic member 150 are respectively abutted against the protrusions 141 of the first mounting seat 140 and the second mounting seat 160, and the third elastic members 130 and the fourth elastic member 150 are equal-rigidity or variable-rigidity cylindrical springs.

Specifically, the fourth elastic member 150 is disposed between the first mount 140 and the second mount 160, and the fourth elastic member 150 is defined by the protrusions 141 of the first mount 140 and the second mount 160. The third elastic member 130 is disposed in the inner groove 143 of the first mount 140, and the third elastic member 130 can push the first mount 140 to slide on the second step 173, and when the first mount 140 contacts the second mount 160, the elastic force of the fourth elastic member 150 releases the simulator back in the opposite direction, so that the simulator can work repeatedly.

As shown in fig. 1 to 4, a step groove is formed in the middle of the sealing cover 310, the step groove is provided with a first groove 311 and a second groove 313, a second mounting seat 160 is arranged in the first groove 311, a second elastic component 330 is arranged in the second groove 313, the first groove 311 is in interference fit with the second mounting seat 160, and the second groove 313 is in interference fit with the second elastic component 330.

As shown in fig. 1 to 4, a pedal feedback force adjusting unit, a brake master cylinder 510 has a first seal chamber 511 and a second seal chamber 513, a pedal push rod 521 of a brake pedal 520 is connected to the brake master cylinder 510, a displacement sensor 530 is provided on the pedal push rod 521, a simulator seal chamber 540 has a front seal chamber 541 and a rear seal chamber 543, the front seal chamber 541 is communicated with the first seal chamber 511, and a pressure sensor 550 is provided at a communication line, the rear seal chamber 543 is formed by a seal cover 310, an O-ring 5431, and the rear seal chamber 543 is connected with a check valve 560 and a linear solenoid valve 570.

Specifically, a pedal push rod 521 of the brake pedal 520 is connected to the brake master cylinder 510, a displacement sensor 530 is provided on the pedal push rod 521, a front seal cavity 541 is communicated with the first seal cavity 511, and a pressure sensor 550 is provided at a communication line, so that real-time values of feedback pedal displacement and pedal force can be implemented. An air passage for introducing air is arranged in the rear seal cavity 543 of the simulator, a linear solenoid valve 570 capable of adjusting the size of the throttle opening and a one-way valve 560 capable of enabling the pedal to return quickly are arranged in the air passage, and the design can realize the pedal feeling active adjustment.

As shown in fig. 1 to 4, the linear solenoid valve 570 is a normally open type linear control solenoid valve, and the rear seal chamber 543 is connected to the bottom side of the linear solenoid valve 570, and the outside atmosphere communicates with the side of the linear solenoid valve 570.

Specifically, the linear solenoid valve 570 may regulate the orifice of the rear seal 543 to air communication with the atmosphere. The smaller the orifice, the greater the throttling of the air in the rear seal 543 to the atmosphere, the greater the pressure difference between the rear seal 543 and the outside atmosphere, i.e., the greater the atmosphere in the rear seal 543, the greater the force fed back to the simulator piston 110 at this time; the larger the orifice, the smaller the throttling of the air in the seal chamber to atmosphere, the smaller the pressure difference between the rear seal chamber 543 and the outside atmospheric pressure, i.e., the smaller the atmospheric pressure in the rear seal chamber 543, the smaller the force fed back to the simulator piston 110 at this time; the adjustment of the pedal feel feedback force is achieved by adjusting the orifice size of the linear solenoid valve 570.

As shown in fig. 1 to 4, the outside of the linear solenoid valve 570 is provided with a check valve 560 in parallel, and the check valve 560 communicates with the side of the rear seal chamber 543 facing the outside atmosphere, and does not communicate in the opposite direction.

Specifically, the outside of the linear solenoid valve 570 is provided with a check valve 560 in parallel, and the check valve 560 communicates with the side of the rear seal chamber 543 facing the outside atmosphere, and does not communicate in the reverse direction. The pedal can be guaranteed to be stepped on by a driver and can return to the zero position quickly, the linear solenoid valve 570 can be guaranteed to adjust the pedal sensory feedback force through the adjustment throttle opening through the arrangement, and meanwhile the pedal can be guaranteed to return quickly.

The beneficial effects of this embodiment are: firstly, a throttle opening is preset in an ECU control program, the throttle opening of the rear seal cavity 543 communicated with the atmosphere in air is adjusted through the linear electromagnetic valve 570, the smaller the throttle opening is, the larger the throttle effect of the air in the rear seal cavity 543 to the atmosphere is, the larger the pressure difference between the rear seal cavity 543 and the outside atmosphere is, namely, the larger the atmospheric pressure in the rear seal cavity 543 is, and the larger the force fed back to the simulator piston 110 is; the larger the orifice, the smaller the throttling of the air in the seal chamber to atmosphere, the smaller the pressure difference between the rear seal chamber 543 and the outside atmospheric pressure, i.e., the smaller the atmospheric pressure in the rear seal chamber 543, the smaller the force fed back to the simulator piston 110 at this time; the adjustment of the pedal feel feedback force is achieved by adjusting the orifice size of the linear solenoid valve 570. Real-time values of feedback pedal displacement and pedal force are implemented by pressure sensor 550. The linear solenoid valve 570 and the check valve 560, which allows the pedal to return quickly, can realize the pedal feel active adjustment. An active adjusting device is added on the basis of the existing simulator, so that the effect of actively adjusting the pedal feel is achieved.

The working process of the embodiment is as follows: the throttle opening is preset in the ECU control program, and the size of the throttle opening of the rear seal cavity 543 which is communicated with the atmosphere is adjusted through the linear solenoid valve 570. Then, the driver presses the pedal to push the brake master cylinder 510, the brake fluid in the master cylinder is compressed and then enters the simulator cavity, the compressed brake fluid pushes the simulator piston 110 to axially move, the simulator piston 110 pushes the third elastic member 130 to compress, and when the third elastic member 130 is compressed until the first mounting seat 140 is in contact with the gasket 180, the first elastic member 120 intervenes until the gap between the gasket 180 and the first mounting seat 140 is eliminated; at this time, the fourth elastic member 150 is interposed, the driver continuously steps on the pedal, and the brake fluid continuously pushes the simulator piston 110 to compress the fourth elastic member 150 until the second elastic member 330 contacts the push rod, and the second elastic member 330 is interposed; when the first mount 140 is in contact with the second mount 160, the entire simulator operation is completed. The adjustment of the pedal feel feedback force is achieved by adjusting the orifice size of the linear solenoid valve 570.

Example 3

As shown in fig. 1 to 4, the simulator piston structure includes a simulator piston 110, a first elastic member 120, a third elastic member 130, a first mounting seat 140, a fourth elastic member 150, a second mounting seat 160, and a fixed push rod 170, wherein a gasket 180 and the first mounting seat 140 are disposed in the simulator piston 110, the third elastic member 130 is disposed between the gasket 180 and the first mounting seat 140, an annular groove 115 is disposed on an inner step of the simulator piston 110, the first elastic member 120 is disposed in the annular groove 115, one end of the fixed push rod 170 passes through center holes of the first mounting seat 140 and the second mounting seat 160, the other end of the fixed push rod 170 is clamped in the center hole of the second mounting seat 160, and the fourth elastic member 150 is disposed between the first mounting seat 140 and the second mounting seat 160;

the sealing cover 310, the second mounting seat 160 and the second elastic member 330 are disposed in the sealing cover 310.

Specifically, the inner step of the simulator piston 110 is provided with an annular groove 115, a first elastic member 120 is disposed in the annular groove 115, and the height of the first elastic member 120 is greater than the depth of the annular groove 115. A gasket 180 and a first mounting seat 140 are arranged in the simulator piston 110, and the gasket 180 and the first mounting seat 140 cooperate with the third elastic component 130 to push the third elastic component 130 to form pressure under the action of the fixed push rod 170. When the driver steps on the pedal to push the brake master cylinder 510, the brake fluid in the master cylinder is compressed and enters the simulator cavity, the compressed brake fluid pushes the simulator piston 110 to axially move, the simulator piston 110 pushes the third elastic member 130 to compress, and when the first mounting seat 140 is in contact with the gasket 180, the first elastic member 120 intervenes until the gap between the gasket 180 and the first mounting seat 140 is eliminated. At this time, the fourth elastic member 150 intervenes, the driver continues to step on the pedal, and the brake fluid continues to push the simulator piston 110 to compress the fourth elastic member 150 until the second elastic member 330 comes into contact with the push rod, and the second elastic member 330 intervenes.

The second elastic member 330 and the second mount 160 are placed in the middle of the sealing cap 310, and after the second elastic member 330 is interposed, when the first mount 140 is in contact with the second mount 160, the entire simulator operation is ended and the withdrawal is released in the opposite manner.

As shown in fig. 1-4, a cylindrical counter bore 111 is formed in the simulator piston 110, a gasket 180 and a first mounting seat 140 are arranged in the counter bore 111, a cup groove 113 is formed in the simulator piston 110, a sealing cup 190 is arranged in the cup groove 113, a blind hole 117 is formed in the center of an inner step of the simulator piston 110, and a fixed push rod 170 is arranged in the blind hole 117.

Specifically, a gasket 180 and a first mounting seat 140 are disposed in the counterbore 111, and two ends of the third elastic member 130 are respectively abutted against the gasket 180 and the first mounting seat 140. The simulator piston 110 is provided with a cup groove 113, and a sealing cup 190 is arranged in the cup groove 113, so that a closed cavity is formed when the simulator piston 110 is assembled into the piston cavity. A blind hole 117 is formed in the center of the inner step of the simulator piston 110, a fixed push rod 170 is arranged in the blind hole 117, and the blind hole 117 and the fixed push rod 170 are in interference fit.

As shown in fig. 1 to 4, the fixed push rod 170 has three steps, wherein the first step 171 is in interference fit with the blind hole 117, the third elastic member 130 passes through the outer surface of the second step 173, the first mounting seat 140 is slidably disposed on the second step 173, the first mounting seat 140 is in clearance fit with the second mounting seat 160 and the second step 173, and the diameter of the third step 175 is larger than that of the middle hole of the second mounting seat 160.

Specifically, the first step 171 is in interference fit with the blind hole 117, such that the stationary push rod 170 moves within the blind hole 117. The third elastic component 130 passes through the outer surface of the second step 173 and is slidably arranged on the second step 173, the fixed push rod 170 pushes the third elastic component 130, so that the third elastic component 130 forms a pushing force, the pushing force acts on the first mounting seat 140, the first mounting seat 140 and the second mounting seat 160 can be in contact, the first mounting seat 140 and the second mounting seat 160 are in clearance fit with the second step 173, after the first mounting seat 140 and the second mounting seat 160 are in contact, the first mounting seat 140 and the second mounting seat 160 can be separated more conveniently by the elastic force of the fourth elastic component 150, and the simulator can be released and retracted in an opposite mode. The diameter of the third step 175 is larger than the middle hole of the second installation seat 160, so that the second installation seat 160 is sleeved on the fixed push rod 170 and cannot be separated from the third step 175, and the axial displacement of the second installation seat 160 can be limited.

As shown in fig. 1-4, a through hole 181 is formed in the center of the spacer 180, and the spacer 180 is in clearance fit with the second step 173.

Specifically, a through hole 181 is formed in the center of the spacer 180, and the spacer 180 is in clearance fit with the second step 173, so that the spacer 180 can slide up and down on the second step 173. A third elastic member 130 is disposed between the spacer 180 and the first mount 140. The third elastic member 130 is disposed between the spacer 180 and the first mount 140, so that the third elastic member 130 can be limited, and the resilient force of the third elastic member 130 can separate the spacer 180 from the first mount 140, so that the simulator can operate repeatedly.

As shown in fig. 1 to 4, the second mounting seat 160 and the first mounting seat 140 are provided with inner grooves 143, edges of the second mounting seat 160 and the first mounting seat 140 are provided with protrusions 141, the inner grooves 143 of the first mounting seat 140 are provided with third elastic members 130, two ends of the fourth elastic member 150 are respectively abutted against the protrusions 141 of the first mounting seat 140 and the second mounting seat 160, and the third elastic members 130 and the fourth elastic member 150 are equal-rigidity or variable-rigidity cylindrical springs.

Specifically, the fourth elastic member 150 is disposed between the first mount 140 and the second mount 160, and the fourth elastic member 150 is defined by the protrusions 141 of the first mount 140 and the second mount 160. The third elastic member 130 is disposed in the inner groove 143 of the first mount 140, and the third elastic member 130 can push the first mount 140 to slide on the second step 173, and when the first mount 140 contacts the second mount 160, the elastic force of the fourth elastic member 150 releases the simulator back in the opposite direction, so that the simulator can work repeatedly.

As shown in fig. 1 to 4, a step groove is formed in the middle of the sealing cover 310, the step groove is provided with a first groove 311 and a second groove 313, a second mounting seat 160 is arranged in the first groove 311, a second elastic component 330 is arranged in the second groove 313, the first groove 311 is in interference fit with the second mounting seat 160, and the second groove 313 is in interference fit with the second elastic component 330.

As shown in fig. 1 to 4, a pedal feedback force adjusting unit, a brake master cylinder 510 has a first seal chamber 511 and a second seal chamber 513, a pedal push rod 521 of a brake pedal 520 is connected to the brake master cylinder 510, a displacement sensor 530 is provided on the pedal push rod 521, a simulator seal chamber 540 has a front seal chamber 541 and a rear seal chamber 543, the front seal chamber 541 is communicated with the first seal chamber 511, and a pressure sensor 550 is provided at a communication line, the rear seal chamber 543 is formed by a seal cover 310, an O-ring 5431, and the rear seal chamber 543 is connected with a check valve 560 and a linear solenoid valve 570.

Specifically, a pedal push rod 521 of the brake pedal 520 is connected to the brake master cylinder 510, a displacement sensor 530 is provided on the pedal push rod 521, a front seal cavity 541 is communicated with the first seal cavity 511, and a pressure sensor 550 is provided at a communication line, so that real-time values of feedback pedal displacement and pedal force can be implemented. An air passage for introducing air is arranged in the rear seal cavity 543 of the simulator, a linear solenoid valve 570 capable of adjusting the size of the throttle opening and a one-way valve 560 capable of enabling the pedal to return quickly are arranged in the air passage, and the design can realize the pedal feeling active adjustment.

As shown in fig. 1 to 4, the linear solenoid valve 570 is a normally open type linear control solenoid valve, and the rear seal chamber 543 is connected to the bottom side of the linear solenoid valve 570, and the outside atmosphere communicates with the side of the linear solenoid valve 570.

Specifically, the linear solenoid valve 570 may regulate the orifice of the rear seal 543 to air communication with the atmosphere. The smaller the orifice, the greater the throttling of the air in the rear seal 543 to the atmosphere, the greater the pressure difference between the rear seal 543 and the outside atmosphere, i.e., the greater the atmosphere in the rear seal 543, the greater the force fed back to the simulator piston 110 at this time; the larger the orifice, the smaller the throttling of the air in the seal chamber to atmosphere, the smaller the pressure difference between the rear seal chamber 543 and the outside atmospheric pressure, i.e., the smaller the atmospheric pressure in the rear seal chamber 543, the smaller the force fed back to the simulator piston 110 at this time; the adjustment of the pedal feel feedback force is achieved by adjusting the orifice size of the linear solenoid valve 570.

As shown in fig. 1 to 4, the outside of the linear solenoid valve 570 is provided with a check valve 560 in parallel, and the check valve 560 communicates with the side of the rear seal chamber 543 facing the outside atmosphere, and does not communicate in the opposite direction.

Specifically, the outside of the linear solenoid valve 570 is provided with a check valve 560 in parallel, and the check valve 560 communicates with the side of the rear seal chamber 543 facing the outside atmosphere, and does not communicate in the reverse direction. The pedal can be guaranteed to be stepped on by a driver and can return to the zero position quickly, the linear solenoid valve 570 can be guaranteed to adjust the pedal sensory feedback force through the adjustment throttle opening through the arrangement, and meanwhile the pedal can be guaranteed to return quickly.

As shown in fig. 1-4, a pedal feedback force method is divided into two adjustment modes:

the first adjustment mode step includes:

a1: the system prestores a plurality of pedal feel modes; wherein, the multiple pedal feel modes are lighter, moderate, heavier, lighter, moderate and heavier modes respectively correspond to the first throttle opening, the second throttle opening and the third throttle opening of the preset linear solenoid valve 570 one by one;

a2: in the "lighter" mode, the ECU control program controls the linear solenoid valve 570 to adjust to the first throttle opening;

a3: in the "medium" mode, the ECU control program controls the linear solenoid valve 570 to adjust to the second orifice opening;

a4: in the "heavier" mode, the ECU control program controls the linear solenoid valve 570 to adjust to the third orifice opening;

the second adjustment mode step includes:

b1: a pedal feel 'custom' mode adjustment is provided in a user interface of the vehicle-mounted interactive device;

b2: in the "custom" mode, the user can adjust different throttle openings of the linear solenoid valve 570 according to his driving habit;

b3: the user passes through the "percentage progress bar" for different throttle opening degrees of the linear solenoid valve 570 "

The display is performed so that the user can recognize pedal feel in different percentage states, and the user can find pedal feel suitable for the user.

Specifically, the first adjustment mode is: three different pedal feel selectable modes are preset through the system, namely a lighter, moderate and heavier mode, in the lighter mode, a larger throttle opening is preset in an ECU control program by the linear solenoid valve 570, the throttle opening can be calibrated and adjusted according to a real vehicle, the larger the throttle opening is, the smaller the throttling effect of air in the sealing cavity to the atmosphere is, the smaller the pressure difference between the rear sealing cavity 543 and the outside atmosphere is, namely the smaller the atmospheric pressure in the rear sealing cavity 543 is, and the smaller the force fed back to the simulator piston 110 is. In the "moderate" and "heavy" modes, the linear solenoid valve 570 has preset corresponding throttle ports in the ECU control program, the throttle ports can be calibrated and adjusted according to the actual vehicle, the smaller the throttle ports, the greater the throttle effect of the air in the rear seal chamber 543 to the atmosphere, i.e. the greater the pressure difference between the rear seal chamber 543 and the outside atmosphere, i.e. the greater the atmospheric pressure in the rear seal chamber 543, and the greater the force fed back to the simulator piston 110. In the present embodiment, the linear solenoid valve 570 has an opening degree of 100% in the case of "lighter", 60% in the case of "medium", and 30% in the case of "heavier".

The second mode of regulation is: in the pedal feel "custom" mode in the user interface of the vehicle-mounted interaction device, the user can adjust different throttle openings of the linear solenoid valve 570 according to his driving habit, and the user interface is displayed by the "percentage progress bar" for different throttle openings of the linear solenoid valve 570, so that the user can identify pedal feel in different percentage states, and find pedal feel suitable for his user.

The beneficial effects of this embodiment are: the throttle is preset in the ECU control program, the throttle of the air communication atmosphere of the rear seal cavity 543 is adjusted by the linear solenoid valve 570, the smaller the throttle is, the larger the throttle effect of the air in the rear seal cavity 543 to the atmosphere is, the larger the pressure difference between the rear seal cavity 543 and the outside atmosphere is, i.e. the larger the atmosphere pressure in the rear seal cavity 543 is, and the larger the force fed back to the simulator piston 110 is. The larger the orifice, the less the air in the chamber is throttled to atmosphere, the less the pressure differential between the rear chamber 543 and the ambient atmosphere, i.e., the less the atmosphere in the rear chamber 543, and the less the force is fed back to the simulator piston 110. The adjustment of the pedal feel feedback force is achieved by adjusting the orifice size of the linear solenoid valve 570. Real-time values of feedback pedal displacement and pedal force are implemented by pressure sensor 550. The linear solenoid valve 570 and the check valve 560, which allows the pedal to return quickly, can realize the pedal feel active adjustment. An active adjusting device is added on the basis of the existing simulator, so that the effect of actively adjusting the pedal feel is achieved.

The working process of the embodiment is as follows: three different pedal feel selectable modes are preset in the ECU control program, namely a lighter, moderate and heavier mode, in the lighter mode, a larger throttle opening is preset in the ECU control program by the linear solenoid valve 570, the throttle opening can be calibrated and adjusted according to a real vehicle, the larger the throttle opening is, the smaller the throttle effect of air in the sealing cavity to the atmosphere is, the smaller the pressure difference between the rear sealing cavity 543 and the outside atmosphere is, namely the smaller the atmosphere pressure in the rear sealing cavity 543 is, and the smaller the force fed back to the simulator piston 110 is. In the "moderate" and "heavy" modes, the linear solenoid valve 570 has preset corresponding throttle ports in the ECU control program, the throttle ports can be calibrated and adjusted according to the actual vehicle, the smaller the throttle ports, the greater the throttle effect of the air in the rear seal chamber 543 to the atmosphere, i.e. the greater the pressure difference between the rear seal chamber 543 and the outside atmosphere, i.e. the greater the atmospheric pressure in the rear seal chamber 543, and the greater the force fed back to the simulator piston 110.

Or, in the pedal feel "custom" mode in the user interface of the vehicle-mounted interactive device, the user can adjust different throttle openings of the linear solenoid valve 570 according to his driving habit, and the user interface is displayed by the "percentage progress bar" for different throttle openings of the linear solenoid valve 570, so that the user can identify pedal feel in different percentage states, and find pedal feel suitable for his user.

Then, the driver pushes the pedal to push the master cylinder 510, the brake fluid in the master cylinder is compressed and then enters the simulator cavity, the compressed brake fluid pushes the simulator piston 110 to axially move, the simulator piston 110 pushes the third elastic member 130 to compress, and when the third elastic member 130 is compressed until the first mount 140 contacts the pad 180, the first elastic member 120 intervenes until the gap between the pad 180 and the first mount 140 is eliminated. At this time, the fourth elastic member 150 is interposed, the driver continues to step on the pedal, and the brake fluid continues to push the simulator piston 110 to compress the fourth elastic member 150 until the second elastic member 330 contacts the push rod, and the second elastic member 330 is interposed. When the first mount 140 is in contact with the second mount 160, the entire simulator operation is completed. The driver can adjust the magnitude of the pedal feel feedback force by adjusting the magnitude of the orifice of the linear solenoid valve 570.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.

Claims (10)

1. A pedal feel simulator, comprising

The simulator piston structure comprises a simulator piston (110), a first elastic component (120), a third elastic component (130), a first mounting seat (140), a fourth elastic component (150), a second mounting seat (160) and a fixed push rod (170), wherein a gasket (180) and the first mounting seat (140) are arranged in the simulator piston (110), the third elastic component (130) is arranged between the gasket (180) and the first mounting seat (140), an annular groove (115) is formed in an inner step of the simulator piston (110), the first elastic component (120) is arranged in the annular groove (115), one end of the fixed push rod (170) penetrates through a central hole of the first mounting seat (140) and a central hole of the second mounting seat (160), the other end of the fixed push rod (170) is clamped in the central hole of the second mounting seat (160), and the fourth elastic component (150) is arranged between the first mounting seat (140) and the second mounting seat (160).

And the sealing cover (310) is internally provided with a second mounting seat (160) and a second elastic component (330).

2. The pedal feel simulator according to claim 1, wherein a cylindrical counter bore (111) is formed in the simulator piston (110), a gasket (180) and a first mounting seat (140) are arranged in the counter bore (111), a cup groove (113) is formed in the simulator piston (110), a sealing cup (190) is arranged in the cup groove (113), a blind hole (117) is formed in the center of an inner step of the simulator piston (110), and the fixed push rod (170) is arranged in the blind hole (117).

3. The pedal feel simulator according to claim 2, wherein the fixed push rod (170) has three steps, wherein a first step (171) is in interference fit with the blind hole (117), a third elastic member (130) passes through an outer surface of a second step (173), the first mounting seat (140) is slidably arranged on the second step (173), the first mounting seat (140) and the second mounting seat (160) are in clearance fit with the second step (173), and a diameter of the third step (175) is larger than a middle hole of the second mounting seat (160).

4. A pedal feel simulator according to claim 3, characterized in that the center of the spacer (180) is provided with a through hole (181), and the spacer (180) is in clearance fit with the second step (173).

5. The pedal feel simulator according to claim 1, wherein the second mounting seat (160) and the first mounting seat (140) are internally provided with an inner groove (143), the edges of the second mounting seat (160) and the first mounting seat (140) are provided with protrusions (141), the inner groove (143) of the first mounting seat (140) is internally provided with a third elastic component (130), two ends of the fourth elastic component (150) are respectively abutted against the protrusions (141) of the first mounting seat (140) and the second mounting seat (160), and the third elastic component (130) and the fourth elastic component (150) are equal-rigidity or variable-rigidity cylindrical springs.

6. The pedal feel simulator according to claim 1, wherein a step groove is formed in the middle of the sealing cover (310), the step groove is provided with a first groove (311) and a second groove (313), a second mounting seat (160) is arranged in the first groove (311), a second elastic component (330) is arranged in the second groove (313), the first groove (311) is in interference fit with the second mounting seat (160), and the second groove (313) is in interference fit with the second elastic component (330).

7. Pedal feedback force adjustment unit, characterized by comprising a pedal feel simulator according to any of claims 1-6, further comprising a brake master cylinder (510), a brake pedal (520), a displacement sensor (530), a simulator seal chamber (540), a pressure sensor (550), a one-way valve (560) and a linear solenoid valve (570), said brake master cylinder (510) having a first seal chamber (511) and a second seal chamber (513), a pedal push rod (521) of said brake pedal (520) being connected to said brake master cylinder (510), said pedal push rod (521) being provided with said displacement sensor (530), said simulator seal chamber (540) having a front seal chamber (541) communicating with a rear seal chamber (543), said front seal chamber (541) communicating with said first seal chamber (511), and a pressure sensor (550) being provided at the communication line, said rear seal chamber (543) being formed by a sealing cap (310), an O-ring (5431), said rear seal chamber (543) being connected with said one-way valve (560) and said linear solenoid valve (570).

8. The pedal feedback force adjusting unit according to claim 7, wherein the linear solenoid valve (570) is a normally open type linear control solenoid valve, the rear seal chamber (543) is connected to a bottom side of the linear solenoid valve (570), and an outside atmosphere communicates with a side surface of the linear solenoid valve (570).

9. The pedal feedback force adjusting unit according to claim 7, characterized in that the check valve (560) is provided in parallel on the outside of the linear solenoid valve (570), and the check valve (560) communicates with the side of the rear seal chamber (543) toward the outside atmosphere, and does not communicate in the opposite direction.

10. Pedal feedback force method for a pedal feedback force adjustment unit according to any of claims 7-9, characterized by two adjustment modes:

the first adjustment mode step includes:

a1: the system prestores a plurality of pedal feel modes; wherein the plurality of pedal feel modes are lighter, moderate and heavier, and the lighter, moderate and heavier modes respectively correspond to a first throttle opening, a second throttle opening and a third throttle opening of the preset linear solenoid valve (570) one by one;

a2: in the "lighter" mode, the ECU control program controls the linear solenoid valve (570) to adjust to the first throttle opening;

A3: in the "moderate" mode, the ECU control program controls the linear solenoid valve (570) to adjust to the second orifice opening;

a4: in the "heavier" mode, the ECU control program controls the linear solenoid valve (570) to adjust to the third orifice opening;

the second adjustment mode step includes:

b1: a pedal feel 'custom' mode adjustment is provided in a user interface of the vehicle-mounted interactive device;

b2: in the 'custom' mode, a user can adjust different throttle opening degrees of the linear solenoid valve (570) according to own driving habits;

b3: for different throttle opening degrees of the linear solenoid valve (570), a user displays the throttle opening degrees through a 'percentage progress bar', so that the user can identify pedal feeling in different percentage states, and the user can find pedal feeling suitable for the user.