CN211617657U

CN211617657U - Auxiliary braking system for vehicle

Info

Publication number: CN211617657U
Application number: CN201922438506.1U
Authority: CN
Inventors: 潘亚敏; 韩星
Original assignee: Shanxi Guoli Information Technology Co Ltd
Current assignee: Shanxi Guoli Information Technology Co Ltd
Priority date: 2019-12-30
Filing date: 2019-12-30
Publication date: 2020-10-02
Anticipated expiration: 2029-12-30

Abstract

In order to solve the technical problem that the conventional auxiliary brake with the retardation recognition function has potential safety hazards, the utility model provides a vehicle auxiliary braking system, which comprises an auxiliary brake and a brake pedal; the improvement of the brake pedal is that: the pedal connecting rod comprises a first pedal connecting rod and a second pedal connecting rod; the upper end of the first pedal connecting rod is hinged with the lower end of the second pedal connecting rod through a rotating shaft; the first pedal connecting rod can rotate upwards around the rotating shaft under the condition of external force retardation. The utility model discloses an improved generation brake pedal and traditional auxiliary brake collaborative work, when automatic emergency braking, when foreign matter or driver's foot stretches into the footboard bottom carelessly, the auxiliary brake of vehicle still can continue the braking, simultaneously because the reaction force of footboard bottom foreign matter or driver's foot for the footboard can be round revolving axle counter-clockwise motion, prevents that firm foreign matter from damaging braking system part or prevents that driver's foot from being pressed from both sides the wound.

Description

Auxiliary braking system for vehicle

Technical Field

The utility model relates to a vehicle auxiliary brake system.

Background

A conventional vehicle auxiliary brake includes a housing, a pedal force input unit, an electromotive force generating unit, a supporting and guiding unit, a returning unit, a pedal force transmitting unit, an electromotive force transmitting unit, and a braking force output unit; a pedal force input unit for receiving a pedal force from a driver; an electromotive force generating unit for generating electromotive force; the supporting and guiding unit is used for supporting the pedal force transmission unit and the electric power transmission unit in the shell and ensuring that the pedal force transmission unit and the electric power transmission unit can only move along the axial direction; the resetting unit is used for resetting the pedal force transmission unit and the electric power transmission unit; the pedal force transmission unit is used for transmitting the pedal force to the braking force output unit; the electric power transmission unit is used for transmitting electric power to the braking force output unit; the braking force output unit is used for loading the pedal force output by the pedal force input unit and/or the electric power output by the electric power generation unit on the master cylinder.

At present, on the basis of the conventional vehicle auxiliary brake, an auxiliary brake with a blocking recognition function is designed, and the principle is that when the brake pedal is blocked by a foreign object or the driver's foot is inadvertently inserted into the bottom of the brake pedal and clamped in the automatic braking mode, the control part of the electromotive force generating unit recognizes that the brake pedal is blocked and stops generating the electromotive force continuously to stop braking, so as to achieve the purposes of preventing the brake system components from being damaged by the strong foreign object and preventing the driver's foot from being hurt by the clamping, for example, the auxiliary brake disclosed in patent documents with publication numbers CN 109131270 a and CN 107949507 a.

However, the auxiliary brake described above carries a risk that when the mechanism recognizes that the brake pedal is blocked, the continued braking will be stopped, which at the time of crisis will result in the vehicle hitting an obstacle ahead, and even in the injury or death of the vehicle occupant or pedestrian.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical problem that there is the potential safety hazard in the current auxiliary brake who has retardant recognition function, the utility model provides a vehicle auxiliary brake system.

The technical scheme of the utility model is that:

a vehicle auxiliary brake system is characterized in that: comprises an auxiliary brake and a brake pedal; the brake pedal comprises a pedal, a first pedal connecting rod, a second pedal connecting rod, a pedal fixing seat and a pedal force output rod;

the upper end of the first pedal connecting rod is hinged with the lower end of the second pedal connecting rod through a rotating shaft, the upper end of the second pedal connecting rod is hinged with the pedal fixing seat, the lower end of the first pedal connecting rod is hinged with the pedal,

the first pedal connecting rod can rotate upwards around the rotating shaft under the condition of external force retardation;

the auxiliary brake includes a pedal force input lever; one end of the pedal force input rod is connected with a pedal force output rod of the brake pedal.

Further, a pedal stop surface is arranged at the lower end of the second pedal connecting rod.

Furthermore, a micro-force locking mechanism is arranged on the first pedal connecting rod or the second pedal connecting rod and close to the rotating shaft.

Furthermore, the micro-force locking mechanism comprises a spring and a collision ball which are sequentially arranged along the direction parallel to the rotating shaft.

Further, the auxiliary brake further includes a pedal force transmission unit; the pedal force transmission unit includes a pedal force transmission rod; the pedal force transmission rod comprises a front section and a rear section which are coaxially clamped; only when the brake is automatically applied in emergency, the front section and the rear section can be separated from the clamping part under the condition of external force retardation; or the pedal force transmission rod comprises a front section, a middle section and a rear section which are coaxially and sequentially clamped; only during automatic emergency braking, the front section and the middle section or the middle section and the rear section can be separated from the clamping part under the condition of external force resistance.

Furthermore, the pedal force transmission unit also comprises a pedal force transmission plate which is fixedly connected on the outer side wall of the rear section; an anti-rotation triggering column is arranged on the pedal force transmission plate; the auxiliary brake further comprises a supporting and guiding unit; the support and guide unit comprises a bracket assembly; the support component is provided with a guide hole, and the anti-rotation triggering column penetrates through the guide hole.

Alternatively, the first and second electrodes may be,

the auxiliary brake further includes a pedal force transmission unit; the pedal force transmission unit comprises a pedal force transmission rod and a pedal force transmission plate; the pedal force transmission rod and the pedal force transmission plate are axially arranged in sequence and are only contacted and not connected; or the pedal force transmission rod is axially clamped with the pedal force transmission plate; only during automatic emergency braking, the pedal force transmission rod and the pedal force transmission plate can be separated at the clamping position under the external force resistance.

Furthermore, an anti-rotation triggering column is arranged on the pedal force transmission plate; the auxiliary brake further comprises a supporting and guiding unit; the support and guide unit comprises a bracket assembly; the support component is provided with a guide hole, and the anti-rotation triggering column penetrates through the guide hole.

Further, the supporting and guiding unit further comprises a guide rail assembly; the guide rail assembly comprises a guide rail which is an inner and/or outer guide structure; the bracket assembly comprises a pedal force bracket, a pedal force guide element, an electric power bracket and an electric power guide element; the pedal force bracket comprises a pedal push rod and at least one pedal force bracket arm connected with the pedal push rod; the pedal force guide element is arranged at the end part of the pedal force bracket arm; the electric power support comprises an electric push rod and at least one electric power support arm connected with the electric push rod; the electrodynamic force guide element is arranged at the end part of the electrodynamic force bracket arm; the pedal push rod and the electric push rod are both of tubular structures with openings at two ends, the pedal push rod is arranged in the electric push rod, and the pedal push rod and the electric push rod are in clearance fit and can move relatively along the axial direction; the pedal force bracket arm is in sliding connection with the guide rail through a pedal force guide element; the electric power support arm is connected with the guide rail in a sliding way through an electric power guide element; the pedal force transmission rod is arranged in the pedal push rod; a first guide hole is formed in the pedal force support arm, a second guide hole is formed in the electric power support arm, and the anti-rotation triggering column on the pedal force transmission plate sequentially penetrates through the first guide hole and the second guide hole.

Further, the guide rail is a guide pillar with a concave, C-shaped or omega-shaped section; the auxiliary brake further comprises a reset unit; the reset unit comprises a bracket reset spring; the support reset spring is arranged in the guide rail.

Further, the pedal force guide element is matched with the outer wall of the guide rail to realize external guide; the electric force guiding element is matched with the inner wall of the guide rail to realize internal guiding; the reset unit comprises an electrodynamic force support reset spring, one end of the electrodynamic force support reset spring is in contact with or connected with a shell of the vehicle auxiliary brake, and the other end of the electrodynamic force support reset spring is in contact with or connected with an electrodynamic force guide element.

Alternatively, the first and second electrodes may be,

the support and guide unit further comprises a guide rail assembly; the guide rail assembly comprises a pedal force guide rail and an electric power guide rail, and the pedal force guide rail and the electric power guide rail are of inner and/or outer guide structures; the bracket assembly comprises a pedal force bracket, a pedal force guide element, an electric power bracket and an electric power guide element; the pedal force bracket comprises a pedal push rod and at least one pedal force bracket arm connected with the pedal push rod; the pedal force guide element is arranged at the end part of the pedal force bracket arm; the electric power support comprises an electric push rod and at least one electric power support arm connected with the electric push rod; the electrodynamic force guide element is arranged at the end part of the electrodynamic force bracket arm; the pedal push rod and the electric push rod are both of tubular structures with openings at two ends, the pedal push rod is arranged in the electric push rod, and the pedal push rod and the electric push rod are in clearance fit and can move relatively along the axial direction; the pedal force bracket arm is connected with the pedal force guide rail in a sliding way through a pedal force guide element; the electric power support arm is connected with the electric power guide rail in a sliding mode through an electric power guide element; the pedal force transmission rod is arranged in the pedal push rod; a first guide hole is formed in the pedal force support arm, a second guide hole is formed in the electric power support arm, and the anti-rotation triggering column on the pedal force transmission plate sequentially penetrates through the first guide hole and the second guide hole.

Further, the electric power guide rail is a guide pillar with a concave, C-shaped or omega-shaped section; the electric force guiding element is matched with the inner surface of the electric force guide rail to realize internal guiding; the auxiliary brake further comprises a reset unit; the reset unit comprises an electric power support reset spring; the electric power support return spring is arranged in the electric power guide rail, one end of the electric power support return spring is in contact with or connected with a shell of the vehicle auxiliary brake, and the other end of the electric power support return spring is in contact with or connected with the electric power guide element.

Alternatively, the first and second electrodes may be,

the electric power guide rail and the pedal force guide rail are guide pillars with concave, C-shaped or omega-shaped sections; the electric power guide element and the pedal force guide element are matched with the inner surface of the electric power guide rail to realize inner guide; the auxiliary brake further comprises a reset unit; the reset unit comprises an electric power support reset spring and a pedal force support reset spring; the electric power support return spring is arranged in the electric power guide rail, one end of the electric power support return spring is in contact with or connected with a shell of the vehicle auxiliary brake, and the other end of the electric power support return spring is in contact with or connected with the electric power guide element; the pedal force support return spring is arranged in the pedal force guide rail, one end of the pedal force support return spring is in contact with or connected with a shell of the vehicle auxiliary brake, and the other end of the pedal force support return spring is in contact with or connected with the pedal force guide element.

Compared with the prior art, the utility model has the advantages that:

1. the utility model discloses an improved generation brake pedal and traditional auxiliary brake collaborative work, when automatic emergency braking, when foreign matter or driver's foot stretches into the footboard bottom carelessly, the auxiliary brake of vehicle still can continue the braking, simultaneously because the reaction force of footboard bottom foreign matter or driver's foot for the footboard can be round revolving axle counter-clockwise motion, prevents that firm foreign matter from damaging braking system part or prevents that driver's foot from being pressed from both sides the wound.

2. The utility model discloses a follow-on brake pedal and follow-on vehicle auxiliary brake collaborative work, still can automatic emergency braking, prevent pressing from both sides the foot and prevent that the foreign matter is retardant to lead to the local impaired purpose of auxiliary brake system when can realizing the footboard retardant more reliably to implementation cost is very low.

3. The utility model discloses the footboard power transmission pole of footboard power transmission unit among the vehicle auxiliary brake system is two segmentation body structures that constitute by anterior segment and back end, and when automatic emergency braking, when there is the foreign matter or driver's foot to stretch into vehicle brake pedal bottom, the motion of anterior segment is obstructed to make back end and anterior segment throw off, avoid the anterior segment to continue the translation and lead to driver's foot to be pressed from both sides and hinder, or the condition emergence that leads to braking system part damaged because of firm foreign matter; meanwhile, in the automatic emergency braking mode, the rear section can still translate under the action of the electric power, so that the electric power transmission unit cannot be prevented from transmitting the electric power to the braking force output unit to implement braking operation, and the potential safety hazard is avoided.

4. The utility model discloses the footboard power transmission pole among the footboard power transmission unit among the vehicle auxiliary brake system is by the anterior segment, middle section and the coaxial joint of back end constitute three-section split type structure, under the automatic emergency braking mode, when there is the foreign matter or driver's foot to stretch into the brake pedal bottom, the motion of anterior segment or middle section is obstructed to make anterior segment and middle section, or middle section and back end throw off, avoid the anterior segment to continue the translation and lead to driver's foot to be pressed from both sides and hinder, or lead to the damaged condition of braking system part to take place because of firm foreign matter; meanwhile, the rear section can still translate under the action of the electric braking force, so that the electric power transmission unit cannot be prevented from transmitting the electric braking force to the braking force output unit to implement braking operation, and the potential safety hazard is avoided; simultaneously, because footboard power transmission rod has two departments joint, if one of them department of joint extremely can not throw off when can not throw off because of corrosion etc. the card, can also throw off from another department, for two sections split type designs, the reliability of throwing off between each section of footboard power transmission rod when further having improved the footboard and blocking.

5. The utility model discloses connect for the joint between each section of well footboard power transmission pole, do not have the idle stroke between each section, during normal braking, the driver is when trampling brake pedal, and brake pedal impression is better.

6. The utility model discloses connect for the joint between each section of well footboard power transmission pole, do not have the idle stroke between each section, during automatic emergency braking, can the quick response driver interrupt automatic emergency braking's operation, satisfy the requirement that the country should have driver intervention performance to passenger car Automatic Emergency Braking System (AEBS).

7. The utility model discloses with the axial components of a whole that can function independently setting of footboard power transmission pole and footboard power transmission board in the footboard power transmission unit, under automatic emergency braking mode, when there is the foreign matter or driver's foot stretches into vehicle brake pedal bottom, the motion of footboard power transmission pole is obstructed, thereby makes footboard power transmission board and footboard power transmission pole throw off, avoids the footboard power transmission pole to continue the translation and lead to the driver's foot to be pressed from both sides and hinder, or the condition emergence that leads to braking system part damaged because of firm foreign matter; meanwhile, in the automatic emergency braking mode, the pedal force transmission plate can still translate under the action of the electric power, so that the electric power transmission unit is not hindered from transmitting the electric power to the braking force output unit to implement braking operation, and the potential safety hazard is avoided.

8. When the pedal force transmission rod is clamped with the pedal force transmission plate, no idle stroke exists between the pedal force transmission rod and the pedal force transmission plate, and the brake pedal feels better when a driver treads the brake pedal during normal braking.

9. When the pedal force transmission rod is clamped with the pedal force transmission plate, no idle stroke exists between the pedal force transmission rod and the pedal force transmission plate, the automatic emergency braking operation can be quickly interrupted by a driver during automatic emergency braking, and the national requirement that a passenger car Automatic Emergency Braking System (AEBS) has driver intervention performance is met.

10. When the utility model discloses each section of well footboard power transmission pole, perhaps footboard power transmission pole and footboard power transmission board produce the back of breaking away because of the retardation force during automatic emergency braking, can disappear the back at the retardation force, through the artifical mode of applying the footboard power, the joint once more is easily realized, need not maintenance or influence reuse.

11. The utility model discloses a support and direction unit includes the footboard power support, the footboard power guide rail, electric power support and electric power guide rail, no matter set up footboard power support reset spring and electric power support reset spring respectively in footboard power guide rail and electric power guide rail, still only set up the electric power support reset spring who is used for restoring to the throne the electric power support in the electric power guide rail, produce the trouble when the electric power unit, the scheme that resets in the middle of the supplementary stopper single bracing of relative tradition, when the driver needs the manual braking, need not to overcome electric power support reset spring's resistance, consequently, the footboard power that need pay out is less, can alleviate driver's burden.

12. The utility model provides a but footboard elastic element and electronic elastic element independent control elastic coefficient also can adjust elastic coefficient respectively to can adapt the brake pedal impression of different grade type vehicle, for example car, sedan-chair sports car, sports car (elastic coefficient is little), SUV, cross country vehicle type (elastic coefficient is big) in the passenger car type.

13. The utility model discloses when footboard power transmission pole and footboard power transmission board adopted the column joint, not only can realize the joint, can also realize axial positioning.

Drawings

Fig. 1 is a schematic structural diagram of a brake pedal of the present invention.

Fig. 2 is an exploded view of fig. 1.

Fig. 3 is a schematic sectional view taken along line B-B of fig. 1.

Fig. 4 is a partially enlarged view of fig. 3 at C.

Fig. 5 is a schematic sectional view (normal braking state) of the brake pedal according to the present invention.

Fig. 6 is a schematic cross-sectional view of the brake pedal according to the present invention (i.e., the reverse state after clamping the foot).

Fig. 7 is a schematic diagram of the auxiliary brake embodiment of the present invention engaged with a vehicle master cylinder (the electromotive force generating unit is not shown).

FIG. 8 is a perspective view of the embodiment of the middle auxiliary brake (with the upper cover removed)

Fig. 9 is a second perspective view of the embodiment of the auxiliary brake of the present invention (after the upper cover and the bottom case are removed).

Fig. 10 is a perspective view (another perspective view) of an embodiment of the auxiliary brake of the present invention.

Fig. 11 is a schematic view of the pedal force support, the electric power support, and the pedal force transmission plate of the embodiment of the auxiliary brake of the present invention.

Fig. 12 is an exploded view of fig. 11.

Fig. 13 is a schematic view of the matching between the transmission gear nut and the electric push rod in the embodiment of the auxiliary brake of the present invention.

Fig. 14 is an exploded view of fig. 13.

Fig. 15 is a schematic diagram of the cooperation of the electromotive force generating unit and the electromotive force transmitting unit in the embodiment of the auxiliary brake of the present invention.

Fig. 16 is a schematic diagram of an electric power carrier arm in an embodiment of the auxiliary brake of the present invention.

Fig. 17 is a schematic structural view of a pedal force transmission plate in an embodiment of the auxiliary brake of the present invention.

Fig. 18 is a schematic view of an auxiliary brake of the present invention.

Fig. 19 is a schematic view of the middle housing and the bottom housing of the embodiment of the auxiliary brake of the present invention after they are engaged.

Fig. 20 is an exploded view of a drive gear box in an embodiment of the auxiliary brake of the present invention.

Fig. 21 is a schematic view of a state in which the clamping legs of the embodiment of the auxiliary brake of the present invention are to be separated.

Fig. 22 is a schematic view of the embodiment of the auxiliary brake of the present invention showing the state where the clamping legs are separated.

Fig. 23 is a schematic view of the stationary state of the embodiment of the auxiliary brake according to the present invention.

Fig. 24 is a schematic view of the braking state of the embodiment of the auxiliary brake according to the present invention.

Fig. 25 is a schematic diagram of the auxiliary brake of the present invention in cooperation with a master cylinder of a vehicle (the electromotive force generating unit is not shown).

Fig. 26 is a schematic diagram of the auxiliary brake of the present invention in cooperation with a master cylinder of a vehicle (the electromotive force generating unit is not shown).

Fig. 27 is a cross-sectional view of the manner in which the pedal force transmission rod is engaged with the pedal force transmission plate of fig. 26.

Fig. 28 is a disassembled view showing the manner in which the pedal force transmission rod is engaged with the pedal force transmission plate in fig. 26.

Description of reference numerals:

101-pedal, 102-first pedal connecting rod, 103-pivot shaft, 104-second pedal connecting rod, 105-pedal fixing seat, 106-pedal force output rod, 107-pedal stop surface, 108-micro force locking mechanism, 1081-spring, 1082-ball-touch, 1-pedal force input rod, 2-motor output gear, 3-intermediate gear set, 4-driving gear nut, 41-screw nut, 42-driving gear, 5-electric push rod, 51-external thread, 6-pedal push rod, 7-pedal force transmission rod, 71-front section, 72-rear section, 73-middle section, 74-circumferential groove, 75-cantilever structure, 711-ball chuck, 721-claw type clamping groove, 8-pedal force transmission plate, 81-circumferential projection, 82-central blind hole, 10-anti-rotation triggering column, 1011-first carrier, 1012-second carrier, 11-pedal force return spring, 12-electrodynamic support, 120-electrodynamic support arm, 121-second guide hole, 122-elastic attachment, 13-pedal force support, 130-pedal force support arm, 131-first guide hole, 14-electrodynamic guide element, 15-pedal force guide element, 17-power-assisted pushing element, 171-through hole, 172-buckle, 173-guide structure, 18-second elastic element, 19-braking force output element A, 20-braking force output element B, 21-bearing bush, 22-flange steel plate, 23-bottom shell, 24-bearing, 25-booster fixing bolt, 26-middle shell, 261-bolt fixing hole, 262-guide rail, 27-upper cover, 28-brake master cylinder, 29-master cylinder fixing bolt, 31-motor, 33-electrodynamic force support reset spring, 35-first elastic element, 36-induction magnet, 37-connector, 38-Hall sensor and 39-sensor fixing frame.

Detailed Description

The present invention will be further explained with reference to the accompanying drawings.

Example 1:

the vehicle auxiliary braking system provided by the embodiment comprises a brake pedal and an auxiliary brake connected with the brake pedal; the auxiliary brake is an existing unit, and for example, an auxiliary brake disclosed in publication No. CN 105398440A, CN 106427966a can be used.

As shown in fig. 1 to 6, the brake pedal includes a pedal 101, a first pedal connecting rod 102, a second pedal connecting rod 104, a pedal fixing base 105, and a pedal force output rod 106; one end of the first pedal connecting rod 102 is hinged with the pedal 101, the other end of the first pedal connecting rod 102 is hinged with one end of the second pedal connecting rod 104 through a rotating shaft 103, and the other end of the second pedal connecting rod 104 is hinged with the pedal fixing seat 105; one end of the first pedal connecting rod 102 is provided with a pedal stop surface 107 so that the pedal 101 can only perform a rotational movement within a certain range around the rotation axis 103.

A micro-force locking mechanism 108 for locking the relative positions of the first pedal 102 and the second pedal 104 is arranged on the first pedal 102 near the rotating shaft 103; the micro-force locking mechanism 108 includes a spring 1081 and a collision ball 1082 which are sequentially provided in a direction parallel to the rotation shaft 103. In other embodiments, the low-force locking mechanism 108 may also be disposed on the second pedal 104.

During normal braking, due to the limitation of the pedal stop surface 107, when a driver steps on the pedal 101, the pedal 101 moves forwards together with the first pedal connecting rod 102 and the second pedal connecting rod 104 to perform braking action;

in the automatic braking mode, when the foot of the driver accidentally extends into the bottom of the pedal 101, or there is a foreign object at the bottom of the pedal 101, the pedal 101 drives the first pedal connecting rod 102 to move upward around the rotating shaft 103 due to the reaction force of the foot of the driver or the foreign object at the bottom of the pedal 101 (in the process, the first pedal connecting rod 102 presses the collision ball 1082 downward to overcome the locking micro-force), so as to achieve the purpose of preventing the brake system components from being damaged by the foreign object and preventing the foot of the driver from being pinched; meanwhile, the pedal force output rod 106 can continue to translate under the action of the braking force, so as to drive the second pedal connecting rod 104 to move clockwise, and the auxiliary brake is not prevented from continuing to perform the braking operation.

Example 2:

the present embodiment is different from embodiment 1 in that the auxiliary brake in embodiment 1 is further improved, and specifically includes a housing, a pedal force input unit, a pedal force transmission unit, a support and guide unit, an electric power transmission unit, an electric power generation unit, a return unit, and a braking force output unit.

As shown in fig. 7 to 10, the housing includes an upper cover 27, a middle housing 26 and a bottom shell 23 connected in sequence; a through hole for the columnar input end of the master cylinder 28 to pass through is formed in the middle of the upper cover 27, and four bolt fixing holes 261 are formed in the inner side wall of the middle shell 26 (the bolt fixing holes 261 not only play a connecting role, but also can bear acting force); the brake master cylinder 28 is fixed on the intermediate housing 26 together with the upper cover 27 by the fitting and fastening of the master cylinder fixing bolt 29 and the bolt fixing hole 261; the bottom shell 23 is fixedly mounted on the vehicle through a booster fixing bolt 25; a connector 37 is also arranged in the bottom shell 23; a steel plate 22 is mounted on the bottom outside of the bottom case 23.

As shown in fig. 7, the pedal force input unit includes a pedal force input rod 1, and one end of the pedal force input rod 1 is connected to a brake pedal of the vehicle and the other end is connected to the pedal force transmission unit.

As shown in fig. 7, 12, 14, 15, the pedal force transmission unit includes a pedal force transmission rod 7; the pedal force transmission rod 7 includes a front section 71 and a rear section 72 that are coaxially arranged; one end of the front section 71 is connected with the output end of the pedal force input rod 1, and the other end of the front section 71 is clamped with one end of the rear section 72; specifically, a spherical chuck 711 is arranged at the end where the front section 71 and the rear section 72 are clamped, and a claw-shaped clamping groove 721 for holding the spherical chuck 711 is arranged at the end where the rear section 72 and the front section 71 are clamped.

As shown in fig. 7, the other end of the rear section 72 is embedded (or sleeved in other embodiments) with a first elastic element 35, the first elastic element 35 may be made of elastic rubber, or other elastic elements, such as a spring, a disc spring, etc., may be used; in the rest state, there is an axial idle stroke between the first elastic element 35 and the input of the braking force output unit (in other embodiments, there may be no axial idle stroke but only a micro-force stroke); the outer side wall of the rear section 72 is fixedly connected with a pedal force transmission plate 8; an anti-rotation triggering post 10 is arranged on the pedal force transmission plate 8.

The supporting and guiding unit comprises a bracket assembly, a guide rail assembly and a bearing assembly;

as shown in fig. 9, 11-16, the bracket assembly in the present embodiment includes a pedal force bracket 13, a pedal force guide member 15, an electric power bracket 12, an electric power guide member 14; the guide rail assembly includes two guide rails 262 parallel to each other and having a C-shaped cross section; the pedal force bracket 13 comprises a pedal push rod 6 and two pedal force bracket arms 130 connected with the pedal push rod 6; the pedal force guide member 15 is provided at the end of the pedal force bracket arm 130; the electric power bracket 12 comprises an electric push rod 5 and two electric power bracket arms 120 connected with the electric push rod 5; the electrodynamic guide element 14 is arranged at the end of the electrodynamic carrier arm 120; the pedal push rod 6 and the electric push rod 5 are both of a cylindrical structure with openings at two ends, the pedal push rod 6 is embedded in the electric push rod 5, the pedal push rod and the electric push rod can slide relatively, and the pedal force bracket arm 130 is closer to the braking force output unit relative to the electric power bracket arm 120; the pedal force bracket arm 130 is connected with the guide rail 262 in a sliding way through the pedal force guide element 15, and the pedal force guide element 15 is matched with the outer wall of the guide rail 262 to realize external guide; the electrodynamic support arm 120 is connected with the guide rail 262 in a sliding way through the electrodynamic guide element 14, and the electrodynamic guide element 14 is matched with the inner wall of the guide rail 262 to realize inner guide; the front section 71 and a part of the rear section 72 of the pedal force transmission rod 7 are positioned in the pedal push rod 6; the pedal force support arm 130 is provided with a first guide hole 131, the electric power support arm 120 is provided with a second guide hole 121 at a corresponding position, and the anti-rotation triggering column 10 on the pedal force transfer plate 8 sequentially penetrates through the first guide hole 131 and the second guide hole 121.

As shown in fig. 16 and 17, an elastic attachment 122 is further provided at the connection of the electric power bracket arm 120 and the pedal force transmission plate 8; a first carrier 1011 and a second carrier 1012 are arranged on the side wall of the anti-rotation triggering column 10, and the axial length of the first carrier 1011 is greater than that of the second carrier 1012; the first carrier 1011 is positioned in correspondence with the elastic appendage 122 for pressing the elastic appendage 122 to deform it when the brake pedal is blocked; the second carrier 1012 is used to establish contact with the stop surfaces of the electrical power bracket 12 to prevent excessive deformation of the resilient appendage 122.

In other embodiments, the electromotive force bracket 12 and the pedal force bracket 13 may not share a common guide rail, but each has a respective guide rail, that is, the guide rail assembly includes an electromotive force guide rail and a pedal force guide rail, and the electromotive force guide rail and the pedal force guide rail may be an outer guide structure, an inner guide structure, or an inner and outer guide structure; the electric power guide rail and the pedal force guide rail can be guide pillars with concave, C-shaped or omega-shaped sections; considering that the driver can only brake manually when the electric power generating unit is out of order, in order to make the driver more labor-saving, the electric power bracket return spring may be installed only in the groove of the electric power rail. Of course, the pedal force support reset spring can be arranged in the concave groove of the pedal force guide rail, and compared with the existing scheme of middle reset of a single support, the aim of saving labor can be still achieved.

In other embodiments, the electric power rail and the pedal force rail may also be solid guide posts, dovetail guide posts, or the like.

In other embodiments, when the pedal force support 13 and the electric power support 12 share the same or the same set of guide rails, and the guide rails use guide pillars with concave, C-shaped or Ω -shaped cross sections, both the pedal force guide element 15 and the electric power guide element 14 can be internally guided by cooperating with the inner wall of the guide rails, and a support return spring is provided in the guide rails for simultaneously returning the pedal force support and the electric power support.

In other embodiments, if the return force of the piston return spring of the master cylinder 28 is large enough to satisfy the return of the pedal force bracket 13 and the electric power bracket 12, it is not necessary to install the return spring in the pedal force rail and the electric power rail.

As shown in fig. 7, the bearing assembly includes a bearing 24 and a bearing bush 21 provided on a bottom case 23 for supporting the gear nut 4.

As shown in fig. 7 and 15, the electric power transmission unit includes a driving gear nut 4, an external thread 51 provided on the outer wall of the electric push rod 5 of the electric power bracket 12, a power assist pusher 17, and a second elastic member 18; the transmission gear nut 4 comprises a nut 41 with internal threads and a transmission gear 42 which is sleeved outside the nut 41 and fixedly connected with the nut; the external thread 51 may be directly machined on the electric push rod 5, or may be a threaded sleeve with an external thread, which is arranged outside the electric push rod 5 and is fixedly connected with the electric push rod as a whole.

The female 4 settings of driving gear are outside electric putter 5, and the transmission of two screw-thread fit: the female 4 of driving tooth is clockwise or anticlockwise the time of rotating, converts screw-thread fit's rotary motion into electric putter 5 along axial translation motion, and the female 4 of driving tooth is spacing because of being supported by bearing 24, can only rotate and can not follow axial translation.

The boosting push piece 17 is arranged between the pedal force bracket 13 and the braking force output unit; as shown in fig. 7 and 18, the boosting push member 17 is bowl-shaped as a whole, and one end thereof is connected to the pedal force bracket arm 130 of the pedal force bracket 13, and the other end thereof is in contact with the braking force output unit; the top of the power-assisted pushing piece 17 is provided with a through hole 171, the position of the through hole 171 is matched with the position of the first elastic element 35, and the size of the through hole 171 is larger than that of the first element 35, so that the first elastic element 35 can penetrate through the through hole 171 under the action of pedal force and transmit the pedal force to the braking force output unit; the second elastic element 18 is arranged between the pedal force bracket 13 and the electric power bracket 12; the second elastic element 18 may be made of elastic rubber, and other elastic elements such as a spring, a disc spring, etc. may be used. The electric power is transmitted to the braking force output unit through the transmission gear 42, the screw 41, the external thread 51, the electric power bracket 12, the second elastic element 18, the pedal force bracket 13 and the power-assisted push piece 17 in sequence.

As shown in fig. 18, the power assist member 17 is further provided with a plurality of guide structures 173 (four in this embodiment) having a sector-shaped cross section (in other embodiments, they may also be cylindrical), and the shape defined by the outer walls of the plurality of guide structures 173 having a sector-shaped cross section matches the shape of the outer side wall of the pedal force transmission plate 8, so that the pedal force transmission plate 8 can perform an axial rotation-preventing motion along the plurality of guide structures 173 having a sector-shaped cross section of the power assist member 17.

The sensor fixing frame 39 is arranged on the side of the power-assisted pushing piece 17, and four buckles 172 are symmetrically arranged on the top edge of the power-assisted pushing piece 17 so as to connect the power-assisted pushing piece 17 with the pedal force support 13.

As shown in fig. 7, 8, 11, the returning unit in the present embodiment includes a pedal force return spring 11 and an electric power bracket return spring 33 for returning the electric power bracket 12; the electrodynamic force support restoring spring 33 is disposed in the C-shaped groove of the guide rail 262, and one end thereof is in contact with the upper cover 27 and the other end thereof is in contact with the electrodynamic force guide member 14, thereby being used only for restoring the electrodynamic force support 12, at which time, when the electrodynamic force generating unit is out of order, it is labor-saving for the driver to brake manually; the pedal force return spring 11 is disposed outside the rear section 72 of the pedal force transmission rod 7 and between the assist pusher 17 and the pedal force transmission plate 8.

As shown in fig. 15, 18, the electromotive force generating unit includes a sensor assembly, a control unit, a motor 31, and a transmission; the sensor component is used for monitoring the relative displacement generated between the pedal force transmission plate 8 and the pedal force bracket 13 and/or the electric power bracket 12 and transmitting the relative displacement to the control unit; the control unit controls the motor 31 to operate according to the displacement amount, and the electric power generated by the motor 31 is output to the gear box 4 through the transmission. The sensor component can be an optical coupling sensor, a resistance type displacement sensor or an electromagnetic Hall sensor; in the present embodiment, the sensor assembly is an electromagnetic hall sensor, and includes an induction magnet 36 and a hall sensor 38; the induction magnet 36 is arranged on the pedal force transmission plate 8, the Hall sensor 38 is arranged on the boosting push piece 17, and the positions of the induction magnet 36 and the Hall sensor correspond to each other; the transmission includes a motor output gear 2 and an intermediate gear set 3.

As shown in fig. 7, the braking force output unit includes a braking force output element a19 and a braking force output element B20 axially connected; the braking force output element a19 and the braking force output element B20 may be an integral piece or may be separate pieces.

The auxiliary braking principle and process of the present embodiment are explained below with reference to fig. 7, 23, and 24:

during braking, the driver applies pedal force to the pedal force input rod 1, so that the pedal force input rod 1 is translated along the braking direction, the front section 71 of the pedal force transmission rod 7, the rear section 72 of the pedal force transmission rod 7, the pedal force transmission plate 8 and the first elastic element 35 are pushed to move together along the braking direction, and as the pedal force increases, the first elastic element 35 contacts the bottom of the braking force output element a19 and is compressed, and meanwhile, the pedal force is transmitted to the braking force output element a19 through the first elastic element 35;

accordingly, the pedal force transmission plate 8 translates to generate a relative displacement between the sensing magnet 36 and the hall sensor 38, the hall sensor 38 detects the relative displacement, and transmits a displacement signal to a control unit (usually ECU) in the electromotive force generation unit, the control unit receives the displacement signal to control the motor 31 to start and rotate forward/backward along with the forward/backward movement of the pedal force input rod 1, and the motor 31 operates to drive the motor output gear 2 to rotate, thereby driving the intermediate gear set 3 to rotate, further the intermediate gear set 3 drives the transmission gear nut 4 to rotate, so that the electric push rod 5 translates axially along the thread, the electric push rod 5 moves to drive the electromotive force support arm 120, the second elastic element 18, the pedal force support 13, and the assisting pushing element 17 to translate together, and finally the resultant force of the pedal force and the electromotive force is transmitted to the braking force output element a19 through the assisting pushing element 17, the braking force output element A19 and the braking force output element B20 are pushed to move forwards, and then the piston in the master cylinder 28 is pushed to move forwards, so that the braking action is carried out;

when the relative displacement between the induction magnet 36 and the hall sensor 38 fixed on the boosting push piece 17 is kept unchanged, the ECU controls the motor 31 to stop running, and the torque in the original braking state is kept;

in the process of keeping braking, the motor 31 is in a torque keeping state, so that the motor output gear 2 is locked to achieve the braking state required by the pedal;

when braking is abandoned, the pedal force input rod 1 loses pedal force from the outside, the pedal force return spring 11 drives the pedal force transmission plate 8, the rear section 72 of the pedal force transmission rod 7, the front section 71 of the pedal force transmission rod 7 and the pedal force input rod 1 to return in sequence, and the master cylinder 28 also returns accordingly. The resetting of the pedal force transmission plate 8 causes the relative displacement between the induction magnet 36 and the hall sensor 38, the hall sensor 38 detects the relative displacement and transmits a displacement signal to a control unit (usually ECU) in the electromotive force generation unit, and the control unit controls the motor 31 to rotate reversely after receiving the displacement signal, so that the electric push rod 5, the electromotive force bracket 12 and the pedal force bracket 13 are reset.

The foot clamping prevention principle and process of the embodiment are described in the following with reference to fig. 21 and 22:

when braking is applied by means of the autobraking mode, the electric power support 12 is set in translation by the electric push rod 5, which results in:

when the control unit receives a signal that braking is required, the control unit controls the motor 31 to start, when the brake pedal is not blocked (e.g. when not clamping the foot), the force in the direction opposite to the braking direction is small, because the only element exerting force in the direction opposite to the braking force is the pedal force return spring 11, and therefore the force in the direction opposite to the braking force is not sufficient to deform the resilient attachment 122 on the electric power bracket arm 120 or to change the spacing between the second carrier 1012 on the pedal force transfer plate 8 and the upper surface of the electric power bracket 12 within a sufficient range. That is, the spacing between the pedal force transfer plate 8 and the electric power bracket 12 is also always above the threshold spacing that defines the occurrence of a brake pedal stuck event; when the distance between the pedal force transmission plate 8 and the electric power bracket 12 is less than or equal to the threshold distance, it is sensed by the control unit of the electric power generation unit that the brake pedal stuck event has occurred.

The utility model discloses under the normal braking condition, spherical dop 711 on footboard power transmission bar 7 anterior segment 71 is tightly wrapped up by claw type draw-in groove 721 on the back end 72, does not have the idle stroke between anterior segment 71 and the back end 72, and the driver is when trampling brake pedal, and brake pedal impression is better. In addition, since the front section 71 and the rear section 72 are connected together, it is possible to quickly respond to the driver's operation of interrupting the automatic emergency braking during the automatic emergency braking.

During automatic emergency braking, when the brake pedal is blocked by an obstacle, and the active radar of the vehicle detects that the front obstacle is within the braking threshold, a braking signal is sent to a control unit (the control unit has an interface for receiving the braking signal) in the electric power generation unit, and the control unit drives the motor 31 to operate to generate electric power after receiving the braking signal, at this time, the pedal force input rod 1, the front section 71 of the pedal force transmission rod 7, the rear section 72 of the pedal force transmission rod 7, the pedal force transmission plate 8 and the anti-rotation triggering column 10 fixed on the pedal force transmission plate 8 are all limited due to the obstacle, and at this time, besides the force applied by the pedal force return spring 11, the obstacle applies a force opposite to the braking direction to the pedal force input rod 1, which results in: the spherical dop 711 of footboard power transmission pole 7 anterior segment 71 breaks away from the parcel of claw type draw-in groove 721 of back end 72 for anterior segment 71 and the back end 72 of footboard power transmission pole 7 separate, and anterior segment 71 stops to continue to move along the braking force direction, thereby makes brake pedal loosen, reaches the purpose that prevents to press from both sides wounded driver foot, and back end 72 still can continue the translation under the effect of electric power, can not hinder electric power transmission unit transmission electrodynamic force and continue to implement the braking action.

At the same time, the pedal force transmission plate 8 and the rotation-prevention triggering column 10 press the elastic attachment 122 on the electrodynamic support arm 120 via the first carrier 1011 to deform it, whereby the distance between the second carrier 1012 and the upper surface of the electrodynamic support 12 is reduced to less than or equal to the threshold distance of the hysteresis event, the hall sensor 38 recognizes this relative displacement, and the control unit records the fault code of the hysteresis event, providing an information source for accident tracing.

Example 3:

as shown in fig. 25, the present embodiment differs from embodiment 2 only in that: the pedal force transmission rod 7 is designed into a three-section structure and comprises a front section 71, a middle section 73 and a rear section 72 which are axially and sequentially clamped by a spherical clamping head and a claw-shaped clamping groove; only during automatic emergency braking, the front section 71, the middle section 73 or the middle section 73, the rear section 72 can be disengaged at the engagement point under the external force retardation.

Example 4:

as shown in fig. 26, the present embodiment differs from embodiment 2 only in that: the pedal force transmission rod 7 is integrated, the pedal force transmission plate 8 is clamped at the end part of the pedal force transmission rod 7, and the pedal force transmission plate 8 and the pedal force transmission rod 7 can be separated at the clamping part only during automatic emergency braking; the pedal force transmission plate 8 and the pedal force transmission rod 7 can be clamped in a columnar or spherical manner; in order to realize axial positioning during clamping, a columnar clamping mode is preferably adopted between the pedal force transmission rod 7 and the pedal force transmission plate 8; as shown in fig. 27 and 28, which is one of the implementation manners of the cylindrical clamping, the end of the pedal force transmission rod 7 is axially grooved to form a plurality of cantilever structures 75, the cantilever structures 75 are provided with circumferential grooves 74, and correspondingly, a central blind hole 82 at one end of the pedal force transmission plate 8 is provided with a circumferential protrusion 81 which is matched with the circumferential grooves 74 to implement the axial clamping; of course, it is also possible to provide a circumferential projection on the cantilever structure 75 and a circumferential recess in the central blind hole 82. Only during automatic emergency braking, the pedal force transmission rod 7 and the pedal force transmission plate 8 can be disengaged at the engagement point under the external force retardation.

The principle of this embodiment that the automatic emergency braking can be realized under the pedal retardation is the same as that of embodiment 2, and the details are not repeated herein.

Example 5:

this example differs from example 4 only in that: the pedal force transmission rod 7 and the pedal force transmission plate 8 are only contacted and not connected, and the pedal force transmission rod and the pedal force transmission plate can be in plane fit, conical fit, concave-convex fit or blind hole nested fit.

Claims

1. A vehicle auxiliary braking system characterized by: comprises an auxiliary brake and a brake pedal; the brake pedal comprises a pedal (101), a first pedal connecting rod (102), a second pedal connecting rod (104), a pedal fixing seat (105) and a pedal force output rod (106);

the upper end of the first pedal connecting rod (102) is hinged with the lower end of the second pedal connecting rod (104) through a rotating shaft (103), the upper end of the second pedal connecting rod (104) is hinged with the pedal fixing seat (105), the lower end of the first pedal connecting rod (102) is hinged with the pedal (101),

the first pedal connecting rod (102) can rotate upwards around the rotating shaft (103) under the condition of external force retardation;

the auxiliary brake comprises a pedal force input rod (1); one end of the pedal force input rod (1) is connected with a pedal force output rod (106) of the brake pedal.

2. The vehicle auxiliary brake system according to claim 1, characterized in that: the lower end of the second pedal connecting rod (104) is provided with a pedal stop surface (107).

3. The vehicle auxiliary brake system according to claim 1 or 2, characterized in that: and a micro-force locking mechanism (108) is arranged on the first pedal connecting rod (102) or the second pedal connecting rod (104) close to the rotating shaft (103).

4. The vehicle auxiliary brake system according to claim 3, characterized in that: the micro-force locking mechanism (108) comprises a spring (1081) and a collision ball (1082) which are sequentially arranged along the direction parallel to the rotating shaft (103).

5. The vehicle auxiliary brake system according to claim 1, characterized in that: the auxiliary brake further includes a pedal force transmission unit; the pedal force transmission unit comprises a pedal force transmission rod (7);

the pedal force transmission rod (7) comprises a front section (71) and a rear section (72) which are coaxially clamped; only during automatic emergency braking, the front section (71) and the rear section (72) can be separated from the clamping part under the condition of external force retardation; or the pedal force transmission rod (7) comprises a front section (71), a middle section (73) and a rear section (72) which are coaxially and sequentially clamped; the front section (71) and the middle section (73) or the middle section (73) and the rear section (72) can be disengaged from the clamping part under the condition of external force retardation only during automatic emergency braking.

6. The vehicle auxiliary brake system according to claim 5, characterized in that:

the pedal force transmission unit further comprises a pedal force transmission plate (8), and the pedal force transmission plate (8) is fixedly connected to the outer side wall of the rear section (72); an anti-rotation triggering column (10) is arranged on the pedal force transmission plate (8);

the auxiliary brake further comprises a supporting and guiding unit; the support and guide unit comprises a bracket assembly; the support component is provided with a guide hole, and the anti-rotation triggering column (10) penetrates through the guide hole.

7. The vehicle auxiliary brake system according to claim 1, characterized in that:

the auxiliary brake further includes a pedal force transmission unit; the pedal force transmission unit comprises a pedal force transmission rod (7) and a pedal force transmission plate (8);

the pedal force transmission rod (7) and the pedal force transmission plate (8) are axially arranged in sequence and are only contacted and not connected; or the pedal force transmission rod (7) is axially clamped with the pedal force transmission plate (8); only during automatic emergency braking, the pedal force transmission rod (7) and the pedal force transmission plate (8) can be separated at the clamping position under the condition of external force retardation.

8. The vehicle auxiliary brake system according to claim 7, characterized in that:

an anti-rotation triggering column (10) is arranged on the pedal force transmission plate (8);

9. The vehicle auxiliary brake system according to claim 6 or 8, characterized in that:

the support and guide unit further comprises a guide rail assembly; the guide rail assembly comprises a guide rail (262), and the guide rail (262) is an inner and/or outer guide structure;

the bracket assembly comprises a pedal force bracket (13), a pedal force guide element (15), an electric power bracket (12) and an electric power guide element (14);

the pedal force bracket (13) comprises a pedal push rod (6) and at least one pedal force bracket arm (130) connected with the pedal push rod (6); the pedal force guide element (15) is arranged at the end of the pedal force bracket arm (130);

the electric power bracket (12) comprises an electric push rod (5) and at least one electric power bracket arm (120) connected with the electric push rod (5); the electrodynamic guide element (14) is arranged at the end of the electrodynamic support arm (120);

the pedal push rod (6) and the electric push rod (5) are both of a cylindrical structure with openings at two ends, the pedal push rod (6) is arranged in the electric push rod (5), and the pedal push rod and the electric push rod are in clearance fit and can move relatively along the axial direction;

the pedal force bracket arm (130) is connected with the guide rail (262) in a sliding way through a pedal force guide element (15);

the electrodynamic support arm (120) is slidingly connected with the guide rail (262) through an electrodynamic guide element (14);

the pedal force transmission rod (7) is arranged in the pedal push rod (6);

a first guide hole (131) is formed in the pedal force support arm (130), a second guide hole (121) is formed in the electric power support arm (120), and the anti-rotation triggering column (10) on the pedal force transfer plate (8) sequentially penetrates through the first guide hole (131) and the second guide hole (121).

10. The vehicle auxiliary brake system according to claim 9, characterized in that:

the guide rail (262) is a guide pillar with a concave, C-shaped or omega-shaped section;

the auxiliary brake further comprises a reset unit; the reset unit comprises a bracket reset spring;

the support reset spring is arranged in the guide rail.

11. The vehicle auxiliary brake system according to claim 10, characterized in that:

the pedal force guide element (15) is matched with the outer wall of the guide rail (262) to realize external guide;

the electrodynamic guiding element (14) is matched with the inner wall of the guide rail (262) to realize inner guiding;

the reset unit comprises an electric power support reset spring (33), one end of the electric power support reset spring (33) is contacted or connected with a shell of the vehicle auxiliary brake, and the other end of the electric power support reset spring is contacted or connected with an electric power guide element (14).

12. The vehicle auxiliary brake system according to claim 6 or 8, characterized in that:

the support and guide unit further comprises a guide rail assembly; the guide rail assembly comprises a pedal force guide rail and an electric power guide rail, and the pedal force guide rail and the electric power guide rail are of inner and/or outer guide structures;

the pedal force bracket arm (130) is connected with the pedal force guide rail in a sliding way through a pedal force guide element (15);

an electric power support arm (120) is in sliding connection with the electric power guide rail through an electric power guide element (14);

the pedal force transmission rod (7) is arranged in the pedal push rod (6);

13. The vehicle auxiliary brake system according to claim 12, characterized in that:

the electric power guide rail is a guide pillar with a concave, C-shaped or omega-shaped section;

the electrodynamic force guide element (14) is matched with the inner surface of the electrodynamic force guide rail to realize internal guide;

the auxiliary brake further comprises a reset unit; the reset unit comprises an electric power support reset spring;

the electrodynamic force support return spring is arranged in the electrodynamic force guide rail, one end of the electrodynamic force support return spring is in contact with or connected with a shell of the vehicle auxiliary brake, and the other end of the electrodynamic force support return spring is in contact with or connected with an electrodynamic force guide element (14).

14. The vehicle auxiliary brake system according to claim 12, characterized in that:

the electric power guide rail and the pedal force guide rail are guide pillars with concave, C-shaped or omega-shaped sections;

the electric power guide element (14) and the pedal force guide element (15) are matched with the inner surface of the electric power guide rail to realize inner guide;

the auxiliary brake further comprises a reset unit; the reset unit comprises an electric power support reset spring and a pedal force support reset spring;

the electric power support return spring is arranged in the electric power guide rail, one end of the electric power support return spring is in contact with or connected with a shell of the vehicle auxiliary brake, and the other end of the electric power support return spring is in contact with or connected with the electric power guide element (14);

the pedal force support return spring is arranged in the pedal force guide rail, one end of the pedal force support return spring is in contact with or connected with a shell of the vehicle auxiliary brake, and the other end of the pedal force support return spring is in contact with or connected with the pedal force guide element (15).