WO2024168451A1 - 制动反馈系统、车辆及制动反馈系统的控制方法 - Google Patents

制动反馈系统、车辆及制动反馈系统的控制方法 Download PDF

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Publication number
WO2024168451A1
WO2024168451A1 PCT/CN2023/075614 CN2023075614W WO2024168451A1 WO 2024168451 A1 WO2024168451 A1 WO 2024168451A1 CN 2023075614 W CN2023075614 W CN 2023075614W WO 2024168451 A1 WO2024168451 A1 WO 2024168451A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
control valve
pedal
elastic member
hydraulic chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/075614
Other languages
English (en)
French (fr)
Inventor
卢宇灏
陈勇
陈兆杰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Huawei Technologies Co Ltd
Original Assignee
Huawei Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to PCT/CN2023/075614 priority Critical patent/WO2024168451A1/zh
Priority to CN202380013834.3A priority patent/CN118043243A/zh
Publication of WO2024168451A1 publication Critical patent/WO2024168451A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system

Definitions

  • the present application relates to the field of vehicle technology, and in particular to a braking feedback system, a vehicle, and a control method for the braking feedback system.
  • wire-controlled braking cancels the direct connection between the brake pedal and the brake wheel cylinder, so a pedal simulator is needed to simulate the pedal feedback force, so that the driver can get a good braking feedback feeling during the braking process, thereby gaining braking confidence.
  • the pedal feedback force of today's cars is fixed when they leave the factory and cannot be adjusted, resulting in a single pedal feel.
  • different driving groups have different requirements for pedal feel, and a single pedal feel cannot meet the differentiated needs of different driving groups.
  • the present application provides a brake feedback system, a vehicle, and a control method for the brake feedback system, so as to achieve adjustable pedal feedback force during braking and meet the differentiated needs of different driving groups.
  • the present application provides a brake feedback system, which may include a brake pedal, a brake master cylinder, a pedal feel simulator, an oil pot, a first control valve, a pedal travel sensor, and a controller.
  • a first piston may be provided inside the brake master cylinder.
  • a second piston may be provided inside the pedal feel simulator, and the first hydraulic chamber of the pedal feel simulator may be connected to the second hydraulic chamber of the brake master cylinder through a first pipeline, and the third hydraulic chamber of the pedal feel simulator may be connected to the oil pot through a second pipeline.
  • the first control valve may be provided on the second pipeline, and specifically, the first control valve may adopt a normally open solenoid valve, which is closed when powered on.
  • the pedal travel sensor may detect the braking travel of the brake pedal and send a braking travel signal to the controller.
  • the controller may control the first control valve to close when receiving the braking travel signal, and control the target hydraulic pressure of the first control valve according to the braking travel signal.
  • the brake pedal can be connected to the first piston. When the brake pedal moves under the action of braking force, it can push the first piston to move, and the brake fluid in the second hydraulic chamber enters the first hydraulic chamber.
  • the second piston moves to compress the brake fluid in the third hydraulic chamber, and the brake fluid in the third hydraulic chamber applies hydraulic pressure to the first control valve; when the hydraulic pressure is greater than or equal to the target hydraulic pressure of the first control valve, the first control valve opens and the brake fluid enters the oil pot.
  • the reaction force acting on the second piston generated by the compression of the brake fluid in the pedal feel simulator can be fed back to the first piston, and then fed back to the brake pedal, which can provide feedback force for the driver, so that the driver can have a pedal feel, that is, a braking feel.
  • the magnitude of the feedback force fed back to the brake pedal during braking is related to the degree of compression of the brake fluid in the pedal feel simulator, that is, it is related to the magnitude of the fluid pressure in the pedal feel simulator, that is, it is related to the magnitude of the target fluid pressure of the first control valve.
  • the magnitude of the target fluid pressure of the first control valve can be adjusted, thereby adjusting the magnitude of the fluid pressure in the pedal feel simulator, and then adjusting the magnitude of the feedback force fed back to the brake pedal during braking, thereby meeting the differentiated needs of different driving groups for braking feel.
  • the second hydraulic chamber can be connected to the second pipeline via a third pipeline.
  • One end of the third pipeline can be connected to the second hydraulic chamber, and the other end of the third pipeline can be connected between the first control valve and the pedal feel simulator; or, one end of the third pipeline can be connected to the second hydraulic chamber, and the other end of the third pipeline can be connected between the first control valve and the oil pot, and the third pipeline can be provided with a second control valve.
  • the second control valve can adopt a normally open solenoid valve, which is closed when powered on. The controller can control the second control valve to close when receiving a brake stroke signal.
  • the first control valve When the driver cancels the braking force, the first control valve opens, and when a second control valve is provided, the second control valve also opens, the brake pedal is reset, the first piston is reset, and the second piston is also reset.
  • the oil pot is connected to the brake master cylinder through the second pipeline and the third pipeline, so that the oil pot can replenish the brake fluid for the brake master cylinder, and the oil pot is connected to the pedal feel simulator through the second pipeline, so that the oil pot can replenish the brake fluid for the pedal feel simulator.
  • the brake feedback system may further include a third control valve, which may be disposed on the first pipeline.
  • the third control valve may be a normally closed solenoid valve, which is opened when powered on.
  • the controller may control the third control valve to open when receiving a brake stroke signal.
  • the third control valve opens, and the brake fluid in the second hydraulic chamber can enter the first hydraulic chamber through the first pipeline; when the driver cancels the braking force, the third control valve closes, and the brake circuit between the brake master cylinder and the pedal feel simulator is blocked by the third control valve, so that the oil pot can replenish the brake fluid for the brake master cylinder and the pedal feel simulator respectively.
  • a first elastic member may be disposed inside the brake master cylinder, the first elastic member is located in the second hydraulic chamber, a first end of the first elastic member may be connected to the first piston, and a second end of the first elastic member may be connected to the inner wall of the brake master cylinder.
  • the first elastic member When the driver brakes, the first elastic member may be compressed, and a reaction force may be provided to the first piston, thereby providing a certain feedback force to the brake pedal, and providing a basic pedal feel for the brake pedal.
  • a third piston may be disposed inside the master cylinder, and the fourth hydraulic chamber of the master cylinder may be connected to the oil pot through a fourth pipeline.
  • the third piston moves, and the brake fluid in the fourth hydraulic chamber enters the oil pot through the fourth pipeline, which can increase the braking stroke of the brake pedal.
  • a second elastic member may be disposed inside the brake master cylinder, the second elastic member is located in the fourth hydraulic chamber, a first end of the second elastic member may be connected to the third piston, and a second end of the second elastic member may be connected to the inner wall of the brake master cylinder.
  • the second elastic member When the driver brakes, the second elastic member may be compressed, and a reaction force may be provided to the third piston, thereby providing a certain feedback force to the brake pedal, and providing a basic pedal feel for the brake pedal.
  • a third elastic member may be provided inside the pedal feeling simulator, the third elastic member is located in the third hydraulic chamber, a first end of the third elastic member may be connected to the second piston, and a second end of the third elastic member may be connected to the inner wall of the pedal feeling simulator.
  • the second piston compresses the brake fluid in the third hydraulic chamber and the third elastic member, and the third elastic member may provide a certain feedback force to the brake pedal.
  • a fourth piston is provided inside the pedal feel simulator, and the fifth hydraulic chamber of the pedal feel simulator is connected to the oil pot through a fifth pipeline; a fourth control valve is provided on the fifth pipeline, and specifically, the fourth control valve can be a normally open solenoid valve, which is closed when powered on; the controller is used to control the fourth control valve to close when receiving a brake stroke signal, and to control the target hydraulic pressure of the fourth control valve according to the brake stroke signal.
  • the second piston moves, the brake fluid in the third hydraulic chamber is compressed, the fourth piston moves, the brake fluid in the fifth hydraulic chamber is compressed, the first control valve can adjust the hydraulic pressure in the third hydraulic chamber, and the fourth control valve can adjust the hydraulic pressure in the fifth hydraulic chamber, so that multi-level adjustment of the pedal feel can be achieved, and the pedal feel adjustment range can be further increased.
  • a fourth elastic member is disposed inside the pedal feeling simulator, the fourth elastic member is located in the fifth hydraulic chamber, a first end of the fourth elastic member is connected to a fourth piston, and a second end of the fourth elastic member is connected to an inner wall of the pedal feeling simulator.
  • the fourth piston compresses the brake fluid in the fifth hydraulic chamber and the fourth elastic member, and the fourth elastic member can provide a certain feedback force to the brake pedal.
  • the present application provides a vehicle, which may include a brake feedback system as in any one of the embodiments of the first aspect, wherein the brake feedback system adjusts the magnitude of the feedback force of the brake pedal by controlling the target hydraulic pressure of the first control valve, thereby achieving brake feel adjustment and meeting the differentiated needs of different driving groups for brake feel.
  • the vehicle may further include a brake system and wheels.
  • the brake system may include a wheel cylinder, which is disposed on the wheel. When the brake pedal moves under the action of the braking force, the wheel is braked by the wheel cylinder.
  • the setting of the brake feedback system can eliminate the direct connection between the brake pedal and the wheel cylinder of the brake system, realize the decoupling of the brake pedal and the wheel cylinder, and make the braking more labor-saving and efficient.
  • the present application provides a control method for a brake feedback system, which can be applied to a brake feedback system in any one of the embodiments of the first aspect or a vehicle in the second aspect, and the control method may include:
  • the first control valve is closed.
  • the braking stroke of the brake pedal can be detected by the pedal stroke sensor, and the first control valve can be closed and the target hydraulic pressure of the first control valve can be adjusted by the controller, so that the hydraulic pressure in the pedal feel simulator can be adjusted, and then the feedback force fed back to the brake pedal during braking can be adjusted, thereby meeting the differentiated needs of different driving groups for braking feel.
  • control method may further include:
  • the third control valve is controlled to open according to the brake stroke signal, and the brake fluid in the brake master cylinder enters the pedal feel simulator.
  • control method may further include:
  • the first control valve When there is no brake stroke signal, the first control valve is opened to replenish the brake fluid for the brake master cylinder and the pedal feel simulator.
  • a brake feedback system control device which may include:
  • An acquisition unit used for acquiring a brake stroke signal of a brake pedal
  • the processing unit is used to control the closing of the first control valve according to the brake stroke signal, and to control the target fluid pressure of the first control valve according to the brake stroke signal; when the fluid pressure of the brake fluid in the pedal feel simulator acting on the first control valve is greater than or equal to the target fluid pressure of the first control valve, the first control valve opens and the brake fluid enters the oil tank; when the fluid pressure is less than the target fluid pressure, the first control valve closes.
  • the present application further provides a computing device, which may include a processor for implementing the control method provided in the third aspect.
  • the computing device may also include a memory storing program instructions and data.
  • the memory is coupled to the processor, and when the processor executes the program instructions stored in the memory, the control method provided in the third aspect may be implemented.
  • the present application further provides a computer-readable storage medium, in which a computer program or instruction is stored.
  • a computer program or instruction is stored.
  • the computer program or instruction is executed on a computer, the computer implements the control method provided in the third aspect above.
  • the present application further provides a computer program, comprising instructions, which, when executed on a computer, enable the computer to implement the control method provided in the third aspect above.
  • FIG1 is a schematic diagram of the structure of a brake feedback system provided in an embodiment of the present application.
  • FIG2 is a schematic structural diagram of a brake feedback system provided by another embodiment of the present application.
  • FIG3 is a schematic structural diagram of a brake master cylinder of a brake feedback system provided in an embodiment of the present application
  • FIG4 is a schematic diagram of the structure of a pedal feel simulator for a brake feedback system provided in an embodiment of the present application
  • FIG5 is a schematic diagram of the structure of a brake feedback system provided by another embodiment of the present application.
  • FIG6 is a schematic diagram of the structure of a brake feedback system control device provided in an embodiment of the present application.
  • the brake feedback system provided in the embodiment of the present application can be adapted to a vehicle, such as being a component of a vehicle's wire control brake, and can provide feedback force when the driver brakes, so that the driver can get a braking feeling.
  • Braking by wire is when the system detects that the driver has the intention to brake when the driver steps on the pedal, and brakes the vehicle through the cooperation of a motor and a series of solenoid valves.
  • the vehicle involved in the embodiment of the present application may also include a braking system, and the braking system cooperates with the braking feedback system to achieve braking by wire of the vehicle.
  • the braking system may include a wheel brake cylinder, which is arranged on the wheel of the vehicle, and the wheel is braked by the wheel brake cylinder, thereby achieving braking of the vehicle.
  • the pedal feedback force of current cars is fixed when they leave the factory and cannot be adjusted, resulting in a single pedal feel that cannot meet the differentiated needs of different driving groups.
  • the embodiment of the present application provides a brake feedback system to achieve adjustable pedal feedback force during braking to meet the differentiated needs of different driving groups for brake feel.
  • the brake feedback system may include a brake pedal 100, a brake master cylinder 200, a pedal feel simulator 300, an oil pot 400, a first control valve 500, a pedal travel sensor 600 and a controller.
  • the brake master cylinder 200 may be provided with a first piston 201 inside, and a second hydraulic chamber 202 may be formed inside the brake master cylinder 200.
  • the pedal feel simulator 300 may be provided with a second piston 301 inside, and a first hydraulic chamber 302 and a third hydraulic chamber 303 may be formed inside the pedal feel simulator 300.
  • the first hydraulic chamber 302 of the pedal feel simulator 300 may be connected to the second hydraulic chamber 202 of the brake master cylinder 200 through a first pipeline 700
  • the third hydraulic chamber 303 of the pedal feel simulator 300 may be connected to the oil pot 400 through a second pipeline 800.
  • the first control valve 500 may be disposed on the second pipeline 800, and the first control valve 500 may be a solenoid valve. Specifically, the first control valve 500 may be a normally open solenoid valve, which is closed when powered on. When the driver steps on the brake pedal 100 downward to apply braking force, the brake pedal 100 moves under the action of the braking force, and the pedal travel sensor 600 (pedal travel sensor) The first control valve 500 is a first control valve 500 that is used for braking. ...
  • the brake pedal 100 can be connected to the first piston 201.
  • the brake pedal 100 moves under the action of the braking force, it can push the first piston 201 to move along the inner wall of the second hydraulic chamber 202.
  • the brake fluid in the second hydraulic chamber 202 enters the first hydraulic chamber 302 through the first pipeline 700, thereby applying thrust to the second piston 301.
  • the second piston 301 moves along the inner wall of the third hydraulic chamber 303, thereby compressing the brake fluid in the third hydraulic chamber 303.
  • the brake circuit between the third hydraulic chamber 303 and the oil pot 400 is blocked by the first control valve 500, that is, the second pipeline 800 is blocked by the first control valve 500, and hydraulic pressure is generated in the third hydraulic chamber 303, and the brake fluid applies hydraulic pressure to the first control valve 500.
  • the hydraulic pressure in the third hydraulic chamber 303 increases with the increase of the displacement of the brake pedal 100, and the hydraulic pressure applied by the brake fluid to the first control valve 500 also increases accordingly.
  • the first control valve 500 is opened.
  • the first control valve 500 is flushed open, so that the brake fluid enters the oil tank 400, so that the brake fluid in the third hydraulic chamber 303 is depressurized and the hydraulic pressure in the third hydraulic chamber 303 is reduced; when the hydraulic pressure applied by the brake fluid in the third hydraulic chamber 303 to the first control valve 500 is reduced to below the target hydraulic pressure of the first control valve 500, the first control valve 500 is closed again, so that the hydraulic pressure in the pedal feel simulator 300 can be maintained at a certain value.
  • the reaction force generated by the compression of the brake fluid in the pedal feeling simulator 300 acting on the second piston 301 can be fed back to the first piston 201, and then fed back to the brake pedal 100, which can provide feedback force for the driver, so that the driver can feel the pedal, that is, the braking feeling.
  • the magnitude of the feedback force fed back to the brake pedal 100 during braking is related to the degree of compression of the brake fluid in the pedal feeling simulator 300, that is, it is related to the magnitude of the hydraulic pressure in the pedal feeling simulator 300, that is, it is related to the magnitude of the target hydraulic pressure of the first control valve 500.
  • the magnitude of the target hydraulic pressure of the first control valve 500 can be adjusted, so that the magnitude of the hydraulic pressure in the pedal feeling simulator 300 can be adjusted, and then the magnitude of the feedback force fed back to the brake pedal 100 during braking can be adjusted, thereby meeting the differentiated needs of different driving groups for braking feeling, so that the braking feeling obtained by different driving groups can be within the range that they feel more comfortable.
  • the brake feedback system provided in the embodiment of the present application adjusts the brake feeling by adjusting the hydraulic pressure of the pedal feeling simulator 300, which is easy to adjust and can achieve stepless adjustment to improve the user experience.
  • the hydraulic pressure of the pedal feeling simulator 300 is adjusted by adjusting the target hydraulic pressure of the first control valve 500, which can effectively increase the brake feeling adjustment range.
  • the brake stroke of the brake pedal 100 can be increased.
  • the pedal travel sensor 600 detects that the braking travel of the brake pedal 100 is short.
  • the controller receives the braking travel signal, it controls the first control valve 500 to close and controls the first control valve 500 to have a small target hydraulic pressure.
  • the hydraulic pressure in the pedal feel simulator 300 can be greater than or equal to the target hydraulic pressure of the first control valve 500, and the first control valve 500 can be opened.
  • the first control valve 500 will be repeatedly closed.
  • the closing and opening actions control the hydraulic pressure in the pedal feel simulator 300 within a suitable range, so that even if the second piston 301 continues to move, the driver will not feel that the feedback force fed back to the brake pedal 100 by the pedal feel simulator 300 is so large that the driver cannot continue to step on the brake pedal 100.
  • the driver can complete braking within the range of the braking force that can be provided by the driver, without having a noticeably harder pedal feeling, and can complete braking more comfortably.
  • the pedal will not rebound due to the inability to maintain long-term pedaling, thereby resulting in insufficient braking effect, which can effectively avoid accidents.
  • the pedal stroke sensor 600 detects that the braking stroke of the brake pedal 100 is long.
  • the controller receives the braking stroke signal, it controls the first control valve 500 to close and controls the first control valve 500 to have a large target hydraulic pressure. Therefore, when the driver applies a large braking force to the brake pedal 100, the hydraulic pressure in the pedal feeling simulator 300 can be greater than or equal to the target hydraulic pressure of the first control valve 500, and the first control valve 500 can be flushed open, so that the driver will not feel that the pedal feels very soft, and will not be able to step on the pedal to the bottom with a light step, which can give the driver enough braking confidence.
  • the first control valve 500 will continue to repeat the closing and opening actions, so that the hydraulic pressure in the pedal feeling simulator 300 is controlled within a suitable range, so that if the driver needs to further step on the brake pedal 100, he will not feel a very large feedback force, thereby achieving the expected braking effect.
  • the second hydraulic chamber 202 can be connected to the second pipeline 800 through the third pipeline 900, one end of the third pipeline 900 can be connected to the second hydraulic chamber 202, and the other end of the third pipeline 900 can be connected between the first control valve 500 and the pedal feel simulator 300.
  • the first control valve 500 is powered off and opened, the brake pedal 100 is reset, the first piston 201 is reset, and the second piston 301 is also reset.
  • the oil pot 400 is connected to the brake master cylinder 200 through the second pipeline 800 and the third pipeline 900, and the oil pot 400 can replenish the brake master cylinder 200.
  • the oil pot 400 is connected to the pedal feel simulator 300 through the second pipeline 800, and the oil pot 400 can replenish the pedal feel simulator 300.
  • FIG2 shows a schematic diagram of the structure of a brake feedback system provided by another embodiment of the present application.
  • the second hydraulic chamber 202 can be connected to the second pipeline 800 through the third pipeline 900, one end of the third pipeline 900 can be connected to the second hydraulic chamber 202, the other end of the third pipeline 900 can be connected between the first control valve 500 and the oil pot 400, and the third pipeline 900 can be provided with a second control valve 110.
  • the second control valve 110 can adopt a normally open solenoid valve, which is closed when powered on.
  • the controller can control the second control valve 110 to close when receiving the brake travel signal, that is, the second control valve 110 is closed when the driver brakes.
  • the first control valve 500 is de-energized and opened
  • the second control valve 110 is de-energized and opened
  • the brake pedal 100 is reset
  • the first piston 201 is reset
  • the second piston 301 is also reset
  • the oil pot 400 is connected to the brake master cylinder 200 through the second pipeline 800 and the third pipeline 900
  • the oil pot 400 can replenish the brake master cylinder 200
  • the oil pot 400 is connected to the pedal feel simulator 300 through the second pipeline 800
  • the oil pot 400 can replenish the pedal feel simulator 300.
  • the brake feedback system provided in the embodiment of the present application may further include a third control valve 120, and the third control valve 120 may be arranged on the first pipeline 700.
  • the third control valve 120 may adopt a normally closed solenoid valve, which is opened when powered on.
  • the controller may control the third control valve 120 to open when receiving a brake stroke signal, that is, the third control valve 120 opens when the driver brakes, and the brake fluid in the second hydraulic chamber 202 may enter the first hydraulic chamber 302 through the first pipeline 700.
  • the third control valve 120 When the driver cancels the braking force, the third control valve 120 is closed, and the brake circuit between the brake master cylinder 200 and the pedal feel simulator 300 is blocked by the third control valve 120, so that the oil pot 400 can replenish the brake fluid for the brake master cylinder 200 and the pedal feel simulator 300 respectively.
  • the brake feedback provided in the embodiment of the present application may also be provided with other components, for example, a pressure sensor may be provided on the first pipeline 700, and a liquid level sensor may be provided on the oil pot 400, and no limitation is imposed on this.
  • FIG3 shows a schematic diagram of the structure of the brake master cylinder of the brake feedback system provided in an embodiment of the present application.
  • a first elastic member 203 may be provided inside the brake master cylinder 200.
  • the first elastic member 203 may be a spring.
  • the first elastic member 203 is located in the second hydraulic chamber 202.
  • the first end of the first elastic member 203 may be connected to the first piston 201, and the second end of the first elastic member 203 may be connected to the inner wall of the brake master cylinder 200.
  • the first elastic member 203 When the driver brakes, the first elastic member 203 may be compressed, and a reaction force may be provided to the first piston 201, thereby providing a certain feedback force to the brake pedal 100, and providing a basic pedal feel for the brake pedal 100.
  • a third piston 204 may be provided inside the brake master cylinder 200, and a fourth hydraulic chamber 205 may be formed inside the brake master cylinder 200.
  • the fourth hydraulic chamber 205 of the brake master cylinder 200 may be connected to the oil pot 400 through the fourth pipeline 130.
  • the third piston 204 may move along the inner wall of the fourth hydraulic chamber 205, and the brake fluid in the fourth hydraulic chamber 205 may enter the oil pot 400 through the fourth pipeline 130. In this way, the braking stroke of the brake pedal 100 can be increased.
  • the second end of the first elastic member 203 may be connected to the third piston 204.
  • a second elastic member 206 may be provided inside the brake master cylinder 200.
  • the second elastic member 206 may be a spring.
  • the second elastic member 206 is located in the fourth hydraulic chamber 205.
  • the first end of the second elastic member 206 may be connected to the third piston 204, and the second end of the second elastic member 206 may be connected to the inner wall of the brake master cylinder 200.
  • the second elastic member 206 may be compressed, and a reaction force may be provided to the third piston 204, thereby providing a certain feedback force to the brake pedal 100.
  • a basic pedal feel may be provided to the brake pedal 100.
  • FIG1 illustrates two hydraulic chambers, namely, the second hydraulic chamber 202 and the fourth hydraulic chamber 205, formed inside the brake master cylinder 200.
  • the second hydraulic chamber 202 and the fourth hydraulic chamber 205 may be formed inside the brake master cylinder 200.
  • other numbers of hydraulic chambers may be formed inside the brake master cylinder 200, and this application does not limit this.
  • Each hydraulic chamber may be matched with an elastic member.
  • FIG4 shows a schematic diagram of the structure of a pedal feel simulator of a brake feedback system provided in an embodiment of the present application.
  • a third elastic member 304 may be provided inside the pedal feel simulator 300.
  • the third elastic member 304 may be a spring.
  • the third elastic member 304 is located in the third hydraulic chamber 303.
  • the first end of the third elastic member 304 may be connected to the second piston 301, and the second end of the third elastic member 304 may be connected to the inner wall of the pedal feel simulator 300.
  • the second piston 301 compresses the brake fluid in the third hydraulic chamber 303 and the third elastic member 304.
  • the third elastic member 304 may provide a certain feedback force to the brake pedal 100.
  • FIG5 shows a schematic diagram of the structure of a brake feedback system provided by another embodiment of the present application.
  • a fourth piston 305 may be provided inside the pedal feel simulator 300, and a fifth hydraulic chamber 306 may be formed inside the pedal feel simulator 300.
  • the fifth hydraulic chamber 306 of the pedal feel simulator 300 may be connected to the oil pot 400 via a fifth pipeline 140, and a fourth control valve 150 may be provided on the fifth pipeline 140.
  • the fourth control valve 150 may adopt a solenoid valve, specifically, the fourth control valve 150 may adopt a normally open solenoid valve, which is closed when powered on.
  • the controller may control the fourth control valve 150 to close when receiving a brake stroke signal, and control the target hydraulic pressure of the fourth control valve 150 according to the brake stroke signal.
  • the function of the fourth control valve 150 can be similar to that of the first control valve 500.
  • the second piston 301 moves along the inner wall of the third hydraulic chamber 303, and the brake fluid in the third hydraulic chamber 303 is compressed.
  • the fourth piston 305 moves along the inner wall of the fifth hydraulic chamber 306, and the brake fluid in the fifth hydraulic chamber 306 is compressed.
  • the first control valve 500 can adjust the hydraulic pressure in the third hydraulic chamber 303, and the fourth control valve 150 can adjust the hydraulic pressure in the fifth hydraulic chamber 306. In this way, multi-level adjustment of the pedal feel can be achieved, and the pedal feel adjustment range can be further increased.
  • the first end of the third elastic member 304 can be connected to the second piston 301, and the second end of the third elastic member 304 can be connected to the second piston 301. To be connected with the fourth piston 305 .
  • a fourth elastic member 307 may be provided inside the pedal feel simulator 300.
  • the fourth elastic member 307 may be a spring.
  • the fourth elastic member 307 is located in the fifth hydraulic chamber 306.
  • the first end of the fourth elastic member 307 may be connected to the fourth piston 305, and the second end of the fourth elastic member 307 may be connected to the inner wall of the pedal feel simulator 300.
  • the fourth piston 305 compresses the brake fluid in the fifth hydraulic chamber 306 and the fourth elastic member 307, and the fourth elastic member 307 may provide a certain feedback force to the brake pedal.
  • FIG. 5 illustrates the three hydraulic chambers formed inside the pedal feel simulator 300, namely, the first hydraulic chamber 302, the third hydraulic chamber 303 and the fifth hydraulic chamber 306.
  • Each hydraulic chamber may be matched with a control valve, and specifically, each hydraulic chamber may be matched with a normally open solenoid valve.
  • each other hydraulic chamber may be matched with an elastic member.
  • the brake feedback system provided in the embodiment of the present application can be applied to other fields besides vehicles, for example, in industrial remote control equipment, etc.
  • the brake pedal can be embodied in other structural forms, such as a push rod, etc., and the present application does not impose any restrictions on this.
  • the present application also provides a control method for a brake feedback system, wherein the brake feedback system can refer to the description in the above embodiment, which will not be described again here.
  • the control method may include the following steps:
  • control method may further include:
  • the third control valve is controlled to open according to the brake stroke signal, and the brake fluid in the brake master cylinder enters the pedal feel simulator.
  • control method may further include:
  • the first control valve When there is no brake stroke signal, the first control valve is opened and the third control valve is closed.
  • the control method of the brake feedback system provided in the embodiment of the present application can detect the braking stroke of the brake pedal through the pedal stroke sensor when the driver applies braking force to the brake pedal, close the first control valve and adjust the target hydraulic pressure of the first control valve through the controller, so as to adjust the hydraulic pressure in the pedal feel simulator, and then adjust the feedback force fed back to the brake pedal during braking, thereby meeting the differentiated needs of different driving groups for braking feel.
  • FIG. 6 shows a schematic diagram of the structure of a brake feedback system control device provided in an embodiment of the present application.
  • an embodiment of the present application also provides a brake feedback system control device, including a computing device 1100.
  • the computing device 1100 may be a chip or a chip system.
  • the chip system may be composed of a chip, or may include a chip and other discrete devices.
  • the computing device 1100 may include at least one processor 1110, and the processor 1110 is coupled to a memory.
  • the memory may be located within the device, the memory may be integrated with the processor, or the memory may be located outside the device.
  • the computing device 1100 may also include at least one memory 1120.
  • the memory 1120 stores necessary computer programs, configuration information, computer programs or instructions and/or data for implementing any of the above embodiments; the processor 1110 may execute the computer program stored in the memory 1120 to complete the method in any of the above embodiments.
  • the computing device 1100 may also include a communication interface 1130, and the computing device 1100 may exchange information with other devices through the communication interface 1130.
  • the communication interface 1130 may be a transceiver, a circuit, a bus, a module, a pin, or other types of communication interfaces.
  • the communication interface 1130 in the device 1100 may also be an input-output circuit, which may input information (or receive information) and output information (or send information)
  • the processor may be an integrated processor or a microprocessor or an integrated circuit or a logic circuit, and the processor may determine output information based on input information.
  • the coupling in the embodiment of the present application is an indirect coupling or communication connection between devices, units or modules, which can be electrical, mechanical or other forms, and is used for information exchange between devices, units or modules.
  • the processor 1110 may cooperate with the memory 1120 and the communication interface 1130.
  • the specific connection medium between the above-mentioned processor 1110, the memory 1120 and the communication interface 1130 is not limited in the embodiment of the present application.
  • the processor 1110, the memory 1120 and the communication interface 1130 are interconnected via a bus 1140.
  • the bus 1140 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus.
  • PCI peripheral component interconnect
  • EISA extended industry standard architecture
  • the bus may be divided into an address bus, a data bus, a control bus, etc.
  • FIG6 is represented by only one thick line, but it does not mean that there is only one bus or one type of bus.
  • the processor may be a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field programmable gate array or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component, and may implement or execute the methods, steps, and logic block diagrams of the embodiments of the present application.
  • the general-purpose processor may be a microprocessor or any conventional processor, etc.
  • the steps of the method of the embodiment applied in conjunction with the embodiment of the present application may be directly embodied as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.
  • the memory may be a non-volatile memory, such as a hard disk drive (HDD) or a solid-state drive (SSD), etc., or a volatile memory (volatile memory), such as a random-access memory (RAM).
  • the memory is any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.
  • the memory in the embodiments of the present application may also be a circuit or any other device that can realize a storage function, for storing program instructions and/or data.
  • the computing device 1100 can be applied to the sending end.
  • the computing device 1100 can be the sending end, or it can be a device that can support the sending end and implement the functions of the sending end in any of the above-mentioned embodiments.
  • the memory 1120 stores the necessary computer programs, computer programs or instructions and/or data for implementing the functions of the sending end in any of the above-mentioned embodiments.
  • the processor 1110 can execute the computer program stored in the memory 1120 to complete the method executed by the sending end in any of the above-mentioned embodiments.
  • the communication interface in the computing device 1100 can be used to interact with the receiving end, such as sending information to the receiving end.
  • the computing device 1100 can be applied to a receiving end.
  • the computing device 1100 can be a receiving end, or a device that can support the receiving end and implement the functions of the receiving end in any of the above-mentioned embodiments.
  • the memory 1120 stores the necessary computer programs, computer programs or instructions and/or data for implementing the functions of the receiving end in any of the above-mentioned embodiments.
  • the processor 1110 can execute the computer program stored in the memory 1120 to complete the method executed by the receiving end in any of the above-mentioned embodiments.
  • the communication interface in the computing device 1100 can be used to interact with the sending end, such as receiving information from the sending end.
  • the computing device 1100 provided in this embodiment can be applied to the sending end to complete the method executed by the sending end, or applied to the receiving end to complete the method executed by the receiving end, the technical effect that can be obtained can refer to the above method implementation. The examples are not described in detail here.
  • an embodiment of the present application further provides a computer program, which, when executed on a computer, enables the computer to implement the control method provided in any of the above embodiments.
  • the embodiments of the present application also provide a computer-readable storage medium, in which a computer program is stored.
  • the computer program When the computer program is executed by a computer, the computer implements the control method provided in any of the aforementioned embodiments.
  • the storage medium can be any available medium that can be accessed by a computer.
  • the computer-readable medium may include RAM, read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), CD-ROM or other optical disk storage, disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer.
  • the technical solution provided in the embodiment of the present application can be implemented in whole or in part by software, hardware, firmware or any combination thereof.
  • software When implemented by software, it can be implemented in whole or in part in the form of a computer program product.
  • the computer program product includes one or more computer instructions.
  • the computer program instructions When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part.
  • the computer may be a general-purpose computer, a special-purpose computer, a computer network, an access network device, a terminal device or other programmable device.
  • the computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium.
  • the computer instructions may be transmitted from one website, computer, server or data center to another website, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means.
  • the computer-readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more available media integrated therein.
  • the available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a digital video disc (DVD)), or a semiconductor medium, etc.

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Abstract

公开了一种制动反馈系统、车辆及制动反馈系统的控制方法。制动反馈系统的制动踏板(100)与第一活塞(201)连接，制动踏板(100)在制动力作用下运动时推动第一活塞(201)运动，第二液压腔(202)中的制动液进入第一液压腔(302)，第二活塞(301)运动以压缩第三液压腔(303)中的制动液，第三液压腔(303)中的制动液向第一控制阀(500)施加液压力；当液压力大于或等于第一控制阀(500)的目标液压力时，第一控制阀(500)打开，制动液进入油壶(400)。当驾驶员对制动踏板(100)施加制动力时，通过控制器调节第一控制阀(500)的目标液压力，从而调节踏板感觉模拟器(300)中的液压力，进而调节反馈至制动踏板(100)的反馈力。

Description

制动反馈系统、车辆及制动反馈系统的控制方法 技术领域
本申请涉及车辆技术领域，尤其涉及一种制动反馈系统、车辆及制动反馈系统的控制方法。
背景技术
随着汽车制造技术的不断进步，汽车制动逐渐从传统制动走向更加先进、更能满足用户需求的线控制动。线控制动的工作原理是当系统检测出驾驶员踩踏板，从而获得驾驶员的制动意图，然后通过电机以及一系列电磁阀配合来完成对轮缸的制动。作为一种新的制动系统，线控制动取消了制动踏板与制动轮缸的直接连接，因此需要采用踏板模拟器来模拟踏板反馈力，让驾驶员在制动过程中获得良好的制动反馈感觉，从而获得制动信心。现在的汽车在出厂时踏板反馈力是固定的，无法调节，导致踏板感觉单一，然而，不同驾驶人群对踏板感觉的需求不同，单一的踏板感觉无法满足不同驾驶人群的差异化需求。
发明内容
本申请提供一种制动反馈系统、车辆及制动反馈系统的控制方法，以实现制动时踏板反馈力可调节，满足不同驾驶人群的差异化需求。
第一方面，本申请提供了一种制动反馈系统，可以包括制动踏板、制动主缸、踏板感觉模拟器、油壶、第一控制阀、踏板行程传感器和控制器。其中，制动主缸内部可以设置有第一活塞。踏板感觉模拟器内部可以设置有第二活塞，踏板感觉模拟器的第一液压腔可以通过第一管路与制动主缸的第二液压腔连接，踏板感觉模拟器的第三液压腔可以通过第二管路与油壶连接。第一控制阀可以设置在第二管路上，具体地，第一控制阀可以采用常开电磁阀，上电时关闭。制动踏板在制动力作用下运动时，踏板行程传感器可以检测制动踏板的制动行程，并向控制器发送制动行程信号。控制器可以在接收到制动行程信号时控制第一控制阀关闭，并根据制动行程信号控制第一控制阀的目标液压力。制动踏板可以与第一活塞连接，制动踏板在制动力作用下运动时可以推动第一活塞运动，第二液压腔中的制动液进入第一液压腔，第二活塞运动以压缩第三液压腔中的制动液，第三液压腔中的制动液向第一控制阀施加液压力；当液压力大于或等于第一控制阀的目标液压力时，第一控制阀打开，制动液进入油壶。
本申请提供的技术方案中，当驾驶员对制动踏板施加制动力时，踏板感觉模拟器中的制动液被压缩产生的作用于第二活塞的反作用力可以反馈至第一活塞，从而反馈至制动踏板，可以为驾驶员提供反馈力，使驾驶员产生踏板感觉，即产生制动感觉。制动时反馈至制动踏板的反馈力的大小与踏板感觉模拟器中的制动液被压缩程度相关，即与踏板感觉模拟器中的液压力的大小相关，也即与第一控制阀的目标液压力的大小相关。通过控制器对第一控制阀施加不同的电流可以调节第一控制阀的目标液压力的大小，从而可以调节踏板感觉模拟器中的液压力的大小，进而可以调节制动时反馈至制动踏板的反馈力的大小，由此可以满足不同驾驶人群对于制动感觉的差异化需求。
在一些可能的实施方案中，第二液压腔可以通过第三管路与第二管路连接。第三管路 的一端可以与第二液压腔连接，第三管路的另一端可以连接在第一控制阀与踏板感觉模拟器之间；或者，第三管路的一端可以与第二液压腔连接，第三管路的另一端可以连接在第一控制阀与油壶之间，且第三管路上可以设置有第二控制阀，具体地，第二控制阀可以采用常开电磁阀，上电时关闭。控制器可以在接收到制动行程信号时控制第二控制阀关闭。当驾驶员撤销制动力时，第一控制阀打开，当设置有第二控制阀时，第二控制阀也打开，制动踏板复位，第一活塞复位，第二活塞也复位，油壶通过第二管路及第三管路与制动主缸连通，可以实现油壶为制动主缸补充制动液，且油壶通过第二管路与踏板感觉模拟器连通，可以实现油壶为踏板感觉模拟器补充制动液。
在一些可能的实施方案中，制动反馈系统还可以包括第三控制阀，第三控制阀可以设置在第一管路上，具体地，第三控制阀可以采用常闭电磁阀，上电时打开。控制器可以在接收到制动行程信号时控制第三控制阀打开。驾驶员制动时，第三控制阀打开，第二液压腔中的制动液可以通过第一管路进入第一液压腔；当驾驶员撤销制动力时，第三控制阀关闭，制动主缸与踏板感觉模拟器之间的制动回路被第三控制阀阻断，可以实现油壶分别为制动主缸和踏板感觉模拟器补充制动液。
在一些可能的实施方案中，制动主缸内部可以设置有第一弹性件，第一弹性件位于第二液压腔内，第一弹性件的第一端可以与第一活塞连接，第一弹性件的第二端可以与制动主缸的内壁连接。在驾驶员制动时，第一弹性件可以被压缩，可以向第一活塞提供反作用力，从而可以向制动踏板提供一定的反馈力，可以为制动踏板提供基础的踏板感觉。
在一些可能的实施方案中，制动主缸内部可以设置有第三活塞，制动主缸的第四液压腔可以通过第四管路与油壶连接。在驾驶员制动时，第三活塞运动，第四液压腔中的制动液可以通过第四管路进入油壶，这样可以增加制动踏板的制动行程。
在一些可能的实施方案中，制动主缸内部可以设置有第二弹性件，第二弹性件位于第四液压腔内，第二弹性件的第一端可以与第三活塞连接，第二弹性件的第二端可以与制动主缸的内壁连接。在驾驶员制动时，第二弹性件可以被压缩，可以向第三活塞提供反作用力，从而可以向制动踏板提供一定的反馈力，可以为制动踏板提供基础的踏板感觉。
在一些可能的实施方案中，踏板感觉模拟器内部可以设置有第三弹性件，第三弹性件位于第三液压腔内，第三弹性件的第一端可以与第二活塞连接，第三弹性件的第二端可以与踏板感觉模拟器的内壁连接。在驾驶员制动时，第二活塞压缩第三液压腔中的制动液和第三弹性件，第三弹性件可以向制动踏板提供一定的反馈力。
在一些可能的实施方案中，踏板感觉模拟器内部设置有第四活塞，踏板感觉模拟器的第五液压腔通过第五管路与油壶连接；第五管路上设置有第四控制阀，具体地，第四控制阀可以采用常开电磁阀，上电时关闭；控制器用于在接收到制动行程信号时控制第四控制阀关闭，并根据制动行程信号控制第四控制阀的目标液压力。在驾驶员制动时，第二活塞运动，第三液压腔中的制动液被压缩，第四活塞运动，第五液压腔中的制动液被压缩，第一控制阀可以调节第三液压腔中的液压力，第四控制阀可以调节第五液压腔中的液压力，这样可以实现踏板感觉多级调节，可以进一步增大踏板感觉调节范围。
在一些可能的实施方案中，踏板感觉模拟器内部设置有第四弹性件，第四弹性件位于第五液压腔内，第四弹性件的第一端与第四活塞连接，第四弹性件的第二端与踏板感觉模拟器的内壁连接。在驾驶员制动时，第四活塞压缩第五液压腔中的制动液和第四弹性件，第四弹性件可以向制动踏板提供一定的反馈力。
第二方面，本申请提供了一种车辆，可以包括如上述第一方面中任一种可实施方案中的制动反馈系统，制动反馈系统通过控制第一控制阀的目标液压力以调节制动踏板的反馈力的大小。可以实现制动感觉调节，可以满足不同驾驶人群对于制动感觉的差异化需求。
在一些可能的实施方案中，车辆还可以包括制动系统和车轮。制动系统可以包括制动轮缸，制动轮缸设置于车轮，当制动踏板在制动力作用下运动时，通过制动轮缸对车轮制动。制动反馈系统的设置可以取消制动踏板与制动系统的制动轮缸直接连接，实现制动踏板与制动轮缸解耦，制动更省力、高效。
第三方面，本申请提供了一种制动反馈系统的控制方法，该控制方法可以应用于如上述第一方面中任一种可实施方案中的制动反馈系统或者如上述第二方面中的车辆，该控制方法可以包括：
获取制动踏板的制动行程信号；
根据制动行程信号控制第一控制阀关闭，并根据制动行程信号控制第一控制阀的目标液压力；
当踏板感觉模拟器中的制动液作用于第一控制阀的液压力大于或等于第一控制阀的目标液压力时，第一控制阀打开，制动液进入油壶；
当液压力小于目标液压力时，第一控制阀关闭。
本申请提供的技术方案中，当驾驶员对制动踏板施加制动力时，可以通过踏板行程传感器检测制动踏板的制动行程，通过控制器关闭第一控制阀并调节第一控制阀的目标液压力的大小，从而可以调节踏板感觉模拟器中的液压力的大小，进而可以调节制动时反馈至制动踏板的反馈力的大小，由此可以满足不同驾驶人群对于制动感觉的差异化需求。
在一些可能的实施方案中，上述控制方法还可以包括：
根据制动行程信号控制第三控制阀打开，制动主缸中的制动液进入踏板感觉模拟器。
在一些可能的实施方案中，上述控制方法还可以包括：
当不存在制动行程信号时，第一控制阀打开，实现为制动主缸及踏板感觉模拟器补充制动液。
第四方面，本申请提供了一种制动反馈系统控制装置，可以包括：
获取单元，用于获取制动踏板的制动行程信号；
处理单元，用于根据制动行程信号控制第一控制阀关闭，并根据制动行程信号控制第一控制阀的目标液压力；当踏板感觉模拟器中的制动液作用于第一控制阀的液压力大于或等于第一控制阀的目标液压力时，第一控制阀打开，制动液进入油壶；当液压力小于目标液压力时，第一控制阀关闭。
第五方面，本申请还提供了一种计算设备，所述计算设备可以包括处理器，用于实现上述第三方面所提供的控制方法。所述计算设备还可以包括存储器，存储有程序指令和数据。所述存储器与所述处理器耦合，当所述处理器执行所述存储器中存储的程序指令时，可以实现上述第三方面所提供的控制方法。
第六方面，本申请还提供了一种计算机可读存储介质，所述计算机可读存储介质中存储有计算机程序或指令，当所述计算机程序或指令在计算机上运行时，使得所述计算机实现上述第三方面所提供的控制方法。
第七方面，本申请还提供了一种计算机程序，包括指令，当所述指令在计算机上运行时，使得所述计算机实现上述第三方面所提供的控制方法。
附图说明
图1为本申请实施例提供的制动反馈系统的结构示意图；
图2为本申请另一实施例提供的制动反馈系统的结构示意图；
图3为本申请实施例提供的制动反馈系统的制动主缸的结构示意图；
图4为本申请实施例提供的制动反馈系统的踏板感觉模拟器的结构示意图；
图5为本申请另一实施例提供的制动反馈系统的结构示意图；
图6为本申请实施例提供的制动反馈系统控制装置的结构示意图。
附图标记：
100-制动踏板；200-制动主缸；300-踏板感觉模拟器；400-油壶；500-第一控制阀；600-踏板行程传感器；700-第一管路；800-第二管路；900-第三管路；110-第二控制阀；120-第三控制阀；130-第四管路；140-第五管路；150-第四控制阀；201-第一活塞；202-第二液压腔；203-第一弹性件；204-第三活塞；205-第四液压腔；206-第二弹性件；301-第二活塞；302-第一液压腔；303-第三液压腔；304-第三弹性件；305-第四活塞；306-第五液压腔；307-第四弹性件；1100-计算设备；1110-处理器；1120-存储器；1130-通信接口；1140-总线。
具体实施方式
下面将结合附图，对本申请实施例进行详细描述。
为了方便理解，首先说明本申请实施例涉及的制动反馈系统的应用场景。本申请实施例提供的制动反馈系统可适配于车辆，如作为车辆线控制动的组成部分，可以在驾驶员制动时提供反馈力，使驾驶员获得制动感觉。
线控制动是当系统检测出驾驶员踩踏板时获得驾驶员的制动意图，通过电机以及一系列电磁阀等配合完成对车辆的制动。在实际应用中，本申请实施例涉及的车辆还可以包括制动系统，制动系统与制动反馈系统配合实现车辆线控制动。制动系统可以包括制动轮缸，制动轮缸设置于车辆的车轮，通过制动轮缸实现对车轮的制动，从而实现对车辆的制动。
现在的汽车在出厂时踏板反馈力是固定的，无法调节，导致踏板感觉单一，无法满足不同驾驶人群的差异化需求。基于此，本申请实施例提供了一种制动反馈系统，以实现制动时踏板反馈力可调节，满足不同驾驶人群对于制动感觉的差异化需求。
首先参照图1，图1示出了本申请实施例提供的制动反馈系统的结构示意图。如图1所示，作为本申请的一个可选实施例，制动反馈系统可以包括制动踏板100、制动主缸200、踏板感觉模拟器300、油壶400、第一控制阀500、踏板行程传感器600和控制器。
其中，制动主缸200内部可以设置有第一活塞201，制动主缸200内部可以形成有第二液压腔202。踏板感觉模拟器300内部可以设置有第二活塞301，踏板感觉模拟器300内部可以形成有第一液压腔302和第三液压腔303。踏板感觉模拟器300的第一液压腔302可以通过第一管路700与制动主缸200的第二液压腔202连接，踏板感觉模拟器300的第三液压腔303可以通过第二管路800与油壶400连接。
第一控制阀500可以设置在第二管路800上，第一控制阀500可以采用电磁阀。具体地，第一控制阀500可以采用常开电磁阀，上电时关闭。当驾驶员向下踩动制动踏板100以施加制动力时，制动踏板100在制动力作用下运动，踏板行程传感器600(pedal travel  sensor，PTS)可以检测制动踏板100的制动行程，并向控制器发送制动行程信号。控制器可以为汽车制动系统(electronic control unit，ECU)的控制器。控制器可以在接收到制动行程信号时控制第一控制阀500关闭，并根据制动行程信号控制第一控制阀500的目标液压力，即控制第一控制阀500所能保持的液压力，或者说，控制第一控制阀500所能承受的液压力；当作用于第一控制阀500的液压力小于第一控制阀500的目标液压力时，第一控制阀500可以保持关闭，当作用于第一控制阀500的液压力大于或等于第一控制阀500的目标液压力时，第一控制阀500会被冲开。具体地，控制器可以通过对第一控制阀500施加不同的电流来调节第一控制阀500的目标液压力。
制动踏板100可以与第一活塞201连接，制动踏板100在制动力作用下运动时可以推动第一活塞201沿第二液压腔202的内壁运动，第二液压腔202中的制动液通过第一管路700进入第一液压腔302，从而对第二活塞301施加推力。第二活塞301沿第三液压腔303的内壁运动，从而压缩第三液压腔303中的制动液，由于此时第一控制阀500关闭，第三液压腔303与油壶400之间的制动回路被第一控制阀500阻断，即第二管路800被第一控制阀500阻断，第三液压腔303中产生液压力，制动液向第一控制阀500施加液压力。第三液压腔303中的液压力随着制动踏板100的位移的增加而增加，制动液向第一控制阀500施加的液压力也随之增加。当制动液向第一控制阀500施加的液压力大于或等于第一控制阀500的目标液压力时，第一控制阀500打开，具体地，第一控制阀500被冲开，从而制动液进入油壶400，使得第三液压腔303中的制动液泄压，第三液压腔303中的液压力降低；当第三液压腔303中的制动液向第一控制阀500施加的液压力降低至第一控制阀500的目标液压力以下时，第一控制阀500重新关闭，从而可以使踏板感觉模拟器300中的液压力维持在一定值。
在本申请实施例中，当驾驶员对制动踏板100施加制动力时，踏板感觉模拟器300中的制动液被压缩产生的作用于第二活塞301的反作用力可以反馈至第一活塞201，从而反馈至制动踏板100，可以为驾驶员提供反馈力，使驾驶员产生踏板感觉，即产生制动感觉。制动时反馈至制动踏板100的反馈力的大小与踏板感觉模拟器300中的制动液被压缩程度相关，即与踏板感觉模拟器300中的液压力的大小相关，也即与第一控制阀500的目标液压力的大小相关。通过控制器对第一控制阀500施加不同的电流可以调节第一控制阀500的目标液压力的大小，从而可以调节踏板感觉模拟器300中的液压力的大小，进而可以调节制动时反馈至制动踏板100的反馈力的大小，由此可以满足不同驾驶人群对于制动感觉的差异化需求，使不同驾驶人群获得的制动感觉可以在其感到比较舒适的范围内。
本申请实施例提供的制动反馈系统，通过调节踏板感觉模拟器300的液压力调节制动感觉，调节方便，且可以实现无级调节，提升使用体验。通过调节第一控制阀500的目标液压力实现踏板感觉模拟器300的液压力的调节，可以有效增大制动感觉调节范围。此外，通过第一控制阀500的关闭、被冲开、再次关闭的循环过程，可以提升制动踏板100的制动行程。
当驾驶员对制动踏板100施加的制动力较小时，踏板行程传感器600检测制动踏板100的制动行程较短，控制器在接收到制动行程信号时控制第一控制阀500关闭，并控制第一控制阀500具有较小的目标液压力。由此，驾驶员对制动踏板100施加较小的制动力，踏板感觉模拟器300中的液压力就可以大于或等于第一控制阀500的目标液压力，第一控制阀500就可以被冲开。当驾驶员继续踩动制动踏板100时，第一控制阀500会不断地重复 关闭、打开的动作，使得踏板感觉模拟器300中的液压力控制在合适的范围内，这样即使第二活塞301继续移动，驾驶员也不会感觉到踏板感觉模拟器300反馈至制动踏板100的反馈力大到无法继续踩动制动踏板100。在实际使用中，驾驶员能够在自身可以提供的制动力的范围内完成制动，不会有明显较硬的踏板感觉，可以比较舒适地完成制动。尤其是在较长时间内不断制动的情况下，不会因为无法维持长时间踩踏板而导致踏板回弹，进而导致制动效果不足，可以有效避免意外事故发生。
当驾驶员对制动踏板100施加的制动力较大时，踏板行程传感器600检测制动踏板100的制动行程较长，控制器在接收到制动行程信号时控制第一控制阀500关闭，并控制第一控制阀500具有较大的目标液压力。由此，驾驶员对制动踏板100施加较大的制动力，踏板感觉模拟器300中的液压力才可以大于或等于第一控制阀500的目标液压力，第一控制阀500才可以被冲开，这样驾驶员不会感觉到踏板感觉很软，不会轻轻一踩就能将踏板踩到底，能给驾驶员足够的制动信心。当驾驶员继续踩动制动踏板100时，第一控制阀500会不断地重复关闭、打开的动作，使得踏板感觉模拟器300中的液压力控制在合适的范围内，这样驾驶员如果需要进一步踩动制动踏板100，也不会感受到非常大的反馈力，从而达到预期制动效果。
在一种可能的具体实施中，第二液压腔202可以通过第三管路900与第二管路800连接，第三管路900的一端可以与第二液压腔202连接，第三管路900的另一端可以连接在第一控制阀500与踏板感觉模拟器300之间。当驾驶员撤销制动力时，第一控制阀500断电而打开，制动踏板100复位，第一活塞201复位，第二活塞301也复位，油壶400与制动主缸200通过第二管路800及第三管路900连通，油壶400可以为制动主缸200补液，油壶400与踏板感觉模拟器300通过第二管路800连通，油壶400可以为踏板感觉模拟器300补液。
图2示出了本申请另一实施例提供的制动反馈系统的结构示意图。如图2所示，在其他可能的具体实施中，第二液压腔202可以通过第三管路900与第二管路800连接，第三管路900的一端可以与第二液压腔202连接，第三管路900的另一端可以连接在第一控制阀500与油壶400之间，且第三管路900上可以设置有第二控制阀110。具体地，第二控制阀110可以采用常开电磁阀，上电时关闭。控制器可以在接收到制动行程信号时控制第二控制阀110关闭，即驾驶员制动时第二控制阀110关闭。当驾驶员撤销制动力时，第一控制阀500断电而打开，第二控制阀110断电而打开，制动踏板100复位，第一活塞201复位，第二活塞301也复位，油壶400与制动主缸200通过第二管路800及第三管路900连通，油壶400可以为制动主缸200补液，油壶400与踏板感觉模拟器300通过第二管路800连通，油壶400可以为踏板感觉模拟器300补液。
再次参照图1，作为一种可能的实施例，本申请实施例提供的制动反馈系统还可以包括第三控制阀120，第三控制阀120可以设置在第一管路700上。具体地，第三控制阀120可以采用常闭电磁阀，上电时打开。控制器可以在接收到制动行程信号时控制第三控制阀120打开，即驾驶员制动时第三控制阀120打开，第二液压腔202中的制动液可以通过第一管路700进入第一液压腔302。当驾驶员撤销制动力时，第三控制阀120关闭，制动主缸200与踏板感觉模拟器300之间的制动回路被第三控制阀120阻断，可以实现油壶400分别为制动主缸200和踏板感觉模拟器300补充制动液。
在具体实施中，除了各个控制阀以外，根据实际需要，本申请实施例提供的制动反馈 系统还可以设置有其他部件，例如，第一管路700上可以设置有压力传感器，油壶400上可以设置有液位传感器，不申请对此不作限制。
图3示出了本申请实施例提供的制动反馈系统的制动主缸的结构示意图。结合图1及图3所示，作为一种可能的实施例，制动主缸200内部可以设置有第一弹性件203，具体地，第一弹性件203可以采用弹簧。第一弹性件203位于第二液压腔202内，第一弹性件203的第一端可以与第一活塞201连接，第一弹性件203的第二端可以与制动主缸200的内壁连接。在驾驶员制动时，第一弹性件203可以被压缩，可以向第一活塞201提供反作用力，从而可以向制动踏板100提供一定的反馈力，可以为制动踏板100提供基础的踏板感觉。
在具体实施中，制动主缸200内部可以设置有第三活塞204，制动主缸200内部可以形成第四液压腔205。制动主缸200的第四液压腔205可以通过第四管路130与油壶400连接。在驾驶员制动时，第三活塞204可以沿第四液压腔205的内壁运动，第四液压腔205中的制动液可以通过第四管路130进入油壶400。这样可以增加制动踏板100的制动行程。具体地，第一弹性件203的第二端可以与第三活塞204连接。
具体实施时，制动主缸200内部可以设置有第二弹性件206，具体地，第二弹性件206可以采用弹簧。第二弹性件206位于第四液压腔205内，第二弹性件206的第一端可以与第三活塞204连接，第二弹性件206的第二端可以与制动主缸200的内壁连接。在驾驶员制动时，第二弹性件206可以被压缩，可以向第三活塞204提供反作用力，从而可以向制动踏板100提供一定的反馈力，相似地，可以为制动踏板100提供基础的踏板感觉。
可以理解，图1示例了制动主缸200内部形成第二液压腔202和第四液压腔205两个液压腔，在实际应用中，制动主缸200内部也可以形成其他数量的液压腔，本申请对此不作限制。每个液压腔内均可以匹配弹性件。
图4示出了本申请实施例提供的制动反馈系统的踏板感觉模拟器的结构示意图。结合图1及图4所示，作为一种可能的实施例，踏板感觉模拟器300内部可以设置有第三弹性件304，具体地，第三弹性件304可以采用弹簧。第三弹性件304位于第三液压腔303内，第三弹性件304的第一端可以与第二活塞301连接，第三弹性件304的第二端可以与踏板感觉模拟器300的内壁连接。在驾驶员制动时，第二活塞301压缩第三液压腔303中的制动液和第三弹性件304，第三弹性件304可以向制动踏板100提供一定的反馈力。
图5示出了本申请另一实施例提供的制动反馈系统的结构示意图。如图5所示，在具体实施中，踏板感觉模拟器300内部可以设置有第四活塞305，踏板感觉模拟器300内部可以形成第五液压腔306。踏板感觉模拟器300的第五液压腔306可以通过第五管路140与油壶400连接，第五管路140上可以设置有第四控制阀150。第四控制阀150可以采用电磁阀，具体地，第四控制阀150可以采用常开电磁阀，上电时关闭。控制器可以在接收到制动行程信号时控制第四控制阀150关闭，并根据制动行程信号控制第四控制阀150的目标液压力。在实际应用中，第四控制阀150的作用可以与第一控制阀500相似，在驾驶员制动时，第二活塞301沿第三液压腔303的内壁运动，第三液压腔303中的制动液被压缩，第四活塞305沿第五液压腔306的内壁运动，第五液压腔306中的制动液被压缩，第一控制阀500可以调节第三液压腔303中的液压力，第四控制阀150可以调节第五液压腔306中的液压力，这样可以实现踏板感觉多级调节，可以进一步增大踏板感觉调节范围。具体地，第三弹性件304的第一端可以与第二活塞301连接，第三弹性件304的第二端可 以与第四活塞305连接。
在具体实施中，踏板感觉模拟器300内部可以设置有第四弹性件307，具体地，第四弹性件307可以采用弹簧。第四弹性件307位于第五液压腔306内，第四弹性件307的第一端可以与第四活塞305连接，第四弹性件307的第二端可以与踏板感觉模拟器300的内壁连接。在驾驶员制动时，第四活塞305压缩第五液压腔306中的制动液和第四弹性件307，第四弹性件307可以向制动踏板提供一定的反馈力。
可以理解，图5示例了踏板感觉模拟器300内部形成第一液压腔302、第三液压腔303和第五液压腔306三个液压腔，在实际应用中，踏板感觉模拟器300内部也可以形成其他数量的液压腔，本申请对此不作限制。每个液压腔均可以匹配控制阀，具体地，每个液压腔均可以匹配常开电磁阀。除了与制动主缸200直接连通的液压腔，其他每个液压腔内均可以匹配弹性件。
可以理解，本申请实施例提供的制动反馈系统除了应用于车辆以外，还可以应用于其他领域，例如，应用于工业远程控制设备等，制动踏板可以体现为其他结构形式，如推杆等，本申请对此不作限制。
本申请实施例还提供了一种制动反馈系统的控制方法，其中制动反馈系统可以参考前述实施例中的描述，此处不再进行赘述。该控制方法可以包括以下步骤：
获取制动踏板的制动行程信号；
根据制动行程信号控制第一控制阀关闭，并根据制动行程信号控制第一控制阀的目标液压力；
当踏板感觉模拟器中的制动液作用于第一控制阀的液压力大于或等于第一控制阀的目标液压力时，第一控制阀打开，制动液进入油壶；
当液压力小于目标液压力时，第一控制阀重新关闭。
作为一种可能的实施例，上述控制方法还可以包括：
根据制动行程信号控制第三控制阀打开，制动主缸中的制动液进入踏板感觉模拟器。
作为一种可能的实施例，上述控制方法还可以包括：
当不存在制动行程信号时，第一控制阀打开，第三控制阀关闭。
本申请实施例提供的制动反馈系统的控制方法，当驾驶员对制动踏板施加制动力时，可以通过踏板行程传感器检测制动踏板的制动行程，通过控制器关闭第一控制阀并调节第一控制阀的目标液压力的大小，从而可以调节踏板感觉模拟器中的液压力的大小，进而可以调节制动时反馈至制动踏板的反馈力的大小，由此可以满足不同驾驶人群对于制动感觉的差异化需求。
参照图6，图6示出了本申请实施例提供的制动反馈系统控制装置的结构示意图。如图6所示，基于相同的技术构思，本申请实施例还提供了一种制动反馈系统控制装置，包括计算设备1100。该计算设备1100可以是芯片或者芯片系统。可选地，在本申请实施例中芯片系统可以由芯片构成，也可以包含芯片和其他分立器件。
计算设备1100可以包括至少一个处理器1110，该处理器1110与存储器耦合，可选地，存储器可以位于该装置之内，存储器可以和处理器集成在一起，存储器也可以位于该装置之外。例如，计算设备1100还可以包括至少一个存储器1120。存储器1120保存实施上述任一实施例中必要计算机程序、配置信息、计算机程序或指令和/或数据；处理器1110可以执行存储器1120中存储的计算机程序，完成上述任一实施例中的方法。
计算设备1100中还可以包括通信接口1130，计算设备1100可以通过通信接口1130和其它设备进行信息交互。示例性地，所述通信接口1130可以是收发器、电路、总线、模块、管脚或其它类型的通信接口。当该计算设备1100为芯片类的装置或者电路时，该装置1100中的通信接口1130也可以是输入输出电路，可以输入信息(或称，接收信息)和输出信息(或称，发送信息)，处理器为集成的处理器或者微处理器或者集成电路或则逻辑电路，处理器可以根据输入信息确定输出信息。
本申请实施例中的耦合是装置、单元或模块之间的间接耦合或通信连接，可以是电性，机械或其它的形式，用于装置、单元或模块之间的信息交互。处理器1110可能和存储器1120、通信接口1130协同操作。本申请实施例中不限定上述处理器1110、存储器1120以及通信接口1130之间的具体连接介质。
可选地，所述处理器1110、所述存储器1120以及所述通信接口1130之间通过总线1140相互连接。所述总线1140可以是外设部件互连标准(peripheral component interconnect，PCI)总线或扩展工业标准结构(extended industry standard architecture，EISA)总线等。所述总线可以分为地址总线、数据总线、控制总线等。为便于表示，图6中仅用一条粗线表示，但并不表示仅有一根总线或一种类型的总线。
在本申请实施例中，处理器可以是通用处理器、数字信号处理器、专用集成电路、现场可编程门阵列或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件，可以实现或者执行本申请实施例中的申请实施例的各方法、步骤及逻辑框图。通用处理器可以是微处理器或者任何常规的处理器等。结合本申请实施例所申请实施例的方法的步骤可以直接体现为硬件处理器执行完成，或者用处理器中的硬件及软件模块组合执行完成。
在本申请实施例中，存储器可以是非易失性存储器，比如硬盘(hard disk drive，HDD)或固态硬盘(solid-state drive，SSD)等，还可以是易失性存储器(volatile memory)，例如随机存取存储器(random-access memory，RAM)。存储器是能够用于携带或存储具有指令或数据结构形式的期望的程序代码并能够由计算机存取的任何其他介质，但不限于此。本申请实施例中的存储器还可以是电路或者其它任意能够实现存储功能的装置，用于存储程序指令和/或数据。
在一种可能的实施方式中，该计算设备1100可以应用于发送端，具体计算设备1100可以是发送端，也可以是能够支持发送端，实现上述涉及的任一实施例中发送端的功能的装置。存储器1120保存实现上述任一实施例中的发送端的功能的必要计算机程序、计算机程序或指令和/或数据。处理器1110可执行存储器1120存储的计算机程序，完成上述任一实施例中发送端执行的方法。应用于发送端，该计算设备1100中的通信接口可用于与接收端进行交互，如向接收端发送信息。
在另一种可能的实施方式中，该计算设备1100可以应用于接收端，具体计算设备1100可以是接收端，也可以是能够支持接收端，实现上述涉及的任一实施例中接收端的功能的装置。存储器1120保存实现上述任一实施例中的接收端的功能的必要计算机程序、计算机程序或指令和/或数据。处理器1110可执行存储器1120存储的计算机程序，完成上述任一实施例中接收端执行的方法。应用于接收端，该计算设备1100中的通信接口可用于与发送端进行交互，如接收来自发送端的信息。
由于本实施例提供的计算设备1100可应用于发送端，完成上述发送端执行的方法，或者应用于接收端，完成接收端执行的方法。因此其所能获得的技术效果可参考上述方法实 施例，在此不再赘述。
基于以上实施例，本申请实施例还提供了一种计算机程序，当所述计算机程序在计算机上运行时，使得计算机实现前述任一实施例中所提供的控制方法。
基于以上实施例，本申请实施例还提供了一种计算机可读存储介质，该计算机可读存储介质中存储有计算机程序，所述计算机程序被计算机执行时，使得计算机实现前述任一实施例中所提供的控制方法。其中，存储介质可以是计算机能够存取的任何可用介质。以此为例但不限于：计算机可读介质可以包括RAM、只读存储器(read-only memory，ROM)、电可擦可编程只读存储器(electrically erasable programmable read-only memory，EEPROM)、CD-ROM或其他光盘存储、磁盘存储介质或者其他磁存储设备、或者能够用于携带或存储具有指令或数据结构形式的期望的程序代码并能够由计算机存取的任何其他介质。
本申请实施例提供的技术方案可以全部或部分地通过软件、硬件、固件或者其任意组合来实现。当使用软件实现时，可以全部或部分地以计算机程序产品的形式实现。所述计算机程序产品包括一个或多个计算机指令。在计算机上加载和执行所述计算机程序指令时，全部或部分地产生按照本申请实施例所述的流程或功能。所述计算机可以是通用计算机、专用计算机、计算机网络、接入网设备、终端设备或者其他可编程装置。所述计算机指令可以存储在计算机可读存储介质中，或者从一个计算机可读存储介质向另一个计算机可读存储介质传输，例如，所述计算机指令可以从一个网站站点、计算机、服务器或数据中心通过有线(例如同轴电缆、光纤、数字用户线(digital subscriber line，DSL))或无线(例如红外、无线、微波等)方式向另一个网站站点、计算机、服务器或数据中心进行传输。所述计算机可读存储介质可以是计算机可以存取的任何可用介质或者是包含一个或多个可用介质集成的服务器、数据中心等数据存储设备。所述可用介质可以是磁性介质(例如，软盘、硬盘、磁带)、光介质(例如，数字视频光盘(digital video disc，DVD))、或者半导体介质等。
以上，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到的变化或替换，都应涵盖在本申请的保护范围之内。

Claims (18)

  1. 一种制动反馈系统，其特征在于，包括制动踏板(100)、制动主缸(200)、踏板感觉模拟器(300)、油壶(400)、第一控制阀(500)、踏板行程传感器(600)和控制器，其中：
    所述制动主缸(200)内部设置有第一活塞(201)；
    所述踏板感觉模拟器(300)内部设置有第二活塞(301)，所述踏板感觉模拟器(300)的第一液压腔(302)通过第一管路(700)与所述制动主缸(200)的第二液压腔(202)连接，所述踏板感觉模拟器(300)的第三液压腔(303)通过第二管路(800)与所述油壶(400)连接；
    所述第一控制阀(500)设置在所述第二管路(800)上；
    所述踏板行程传感器(600)用于所述制动踏板(100)在制动力作用下运动时检测所述制动踏板(100)的制动行程，并向所述控制器发送制动行程信号；
    所述控制器用于在接收到所述制动行程信号时控制所述第一控制阀(500)关闭，并根据所述制动行程信号控制所述第一控制阀(500)的目标液压力；
    所述制动踏板(100)与所述第一活塞(201)连接，所述制动踏板(100)在制动力作用下运动时推动所述第一活塞(201)运动，所述第二液压腔(202)中的制动液进入所述第一液压腔(302)，所述第二活塞(301)运动以压缩所述第三液压腔(303)中的制动液，所述第三液压腔(303)中的制动液向所述第一控制阀(500)施加液压力；当所述液压力大于或等于所述第一控制阀(500)的目标液压力时，所述第一控制阀(500)打开，制动液进入所述油壶(400)。
  2. 如权利要求1所述的制动反馈系统，其特征在于，所述第二液压腔(202)通过第三管路(900)与所述第二管路(800)连接；
    所述第三管路(900)的一端与所述第二液压腔(202)连接，所述第三管路(900)的另一端连接在所述第一控制阀(500)与所述踏板感觉模拟器(300)之间；或者，所述第三管路(900)的一端与所述第二液压腔(202)连接，所述第三管路(900)的另一端连接在所述第一控制阀(500)与所述油壶(400)之间，且所述第三管路(900)上设置有第二控制阀(110)，所述控制器用于在接收到所述制动行程信号时控制所述第二控制阀(110)关闭。
  3. 如权利要求1或2所述的制动反馈系统，其特征在于，还包括第三控制阀(120)，所述第三控制阀(120)设置在所述第一管路(700)上；
    所述控制器用于在接收到所述制动行程信号时控制所述第三控制阀(120)打开。
  4. 如权利要求1～3任一项所述的制动反馈系统，其特征在于，所述制动主缸(200)内部设置有第一弹性件(203)，所述第一弹性件(203)位于所述第二液压腔(202)内，所述第一弹性件(203)的第一端与所述第一活塞(201)连接，所述第一弹性件(203)的第二端与所述制动主缸(200)的内壁连接。
  5. 如权利要求1～4任一项所述的制动反馈系统，其特征在于，所述制动主缸(200)内部设置有第三活塞(204)；
    所述制动主缸(200)的第四液压腔(205)通过第四管路(130)与所述油壶(400)连接。
  6. 如权利要求5所述的制动反馈系统，其特征在于，所述制动主缸(200)内部设置有第二弹性件(206)，所述第二弹性件(206)位于所述第四液压腔(205)内，所述第二弹性件(206)的第一端与所述第三活塞(204)连接，所述第二弹性件(206)的第二端与所述制动主缸(200)的内壁连接。
  7. 如权利要求1～6任一项所述的制动反馈系统，其特征在于，所述踏板感觉模拟器(300)内部设置有第三弹性件(304)，所述第三弹性件(304)位于所述第三液压腔(303)内，所述第三弹性件(304)的第一端与所述第二活塞(301)连接，所述第三弹性件(304)的第二端与所述踏板感觉模拟器(300)的内壁连接。
  8. 如权利要求1～7任一项所述的制动反馈系统，其特征在于，所述踏板感觉模拟器(300)内部设置有第四活塞(305)，所述踏板感觉模拟器(300)的第五液压腔(306)通过第五管路(140)与所述油壶(400)连接；所述第五管路(140)上设置有第四控制阀(150)；所述控制器用于在接收到所述制动行程信号时控制所述第四控制阀(150)关闭，并根据所述制动行程信号控制所述第四控制阀(150)的目标液压力。
  9. 如权利要求8所述的制动反馈系统，其特征在于，所述踏板感觉模拟器(300)内部设置有第四弹性件(307)，所述第四弹性件(307)位于所述第五液压腔(306)内，所述第四弹性件(307)的第一端与所述第四活塞(305)连接，所述第四弹性件(307)的第二端与所述踏板感觉模拟器(300)的内壁连接。
  10. 一种车辆，其特征在于，包括如权利要求1～9任一项所述的制动反馈系统，所述制动反馈系统通过控制第一控制阀的目标液压力以调节制动踏板的反馈力的大小。
  11. 如权利要求10所述的车辆，其特征在于，还包括制动系统和车轮；
    所述制动系统包括制动轮缸，所述制动轮缸设置于所述车轮，当所述制动踏板在制动力作用下运动时，通过所述制动轮缸对所述车轮制动。
  12. 一种制动反馈系统的控制方法，其特征在于，所述控制方法应用于如权利要求1～9任一项所述的制动反馈系统或者如权利要求10或11所述的车辆，所述控制方法包括：
    获取制动踏板的制动行程信号；
    根据所述制动行程信号控制第一控制阀关闭，并根据所述制动行程信号控制所述第一控制阀的目标液压力；
    当踏板感觉模拟器中的制动液作用于所述第一控制阀的液压力大于或等于所述第一控制阀的目标液压力时，所述第一控制阀打开，制动液进入油壶；
    当所述液压力小于所述目标液压力时，所述第一控制阀关闭。
  13. 如权利要求12所述的控制方法，其特征在于，所述控制方法还包括：
    根据所述制动行程信号控制第三控制阀打开，制动主缸中的制动液进入所述踏板感觉模拟器。
  14. 如权利要求12或13所述的控制方法，其特征在于，所述控制方法还包括：
    当不存在所述制动行程信号时，所述第一控制阀打开。
  15. 一种制动反馈系统控制装置，其特征在于，包括：
    获取单元，用于获取制动踏板的制动行程信号；
    处理单元，用于根据所述制动行程信号控制第一控制阀关闭，并根据所述制动行程信号控制所述第一控制阀的目标液压力；当踏板感觉模拟器中的制动液作用于所述第一控制阀的液压力大于或等于所述第一控制阀的目标液压力时，所述第一控制阀打开，制动液进 入油壶；当所述液压力小于所述目标液压力时，所述第一控制阀关闭。
  16. 一种计算设备，其特征在于，包括：
    处理器，所述处理器和存储器耦合，所述存储器存储有程序指令，所述处理器用于执行所述程序指令，以实现如权利要求12～14任一项所述的方法。
  17. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质中存储有指令，当所述指令在计算机上运行时，使得所述计算机实现如权利要求12～14任一项所述的方法。
  18. 一种计算机程序，其特征在于，包括指令，当所述指令在计算机上运行时，使得所述计算机实现如权利要求12～14任一项所述的方法。
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