CN109204269B - Brake pedal simulators, car braking systems and vehicles - Google Patents

Abstract

The present disclosure relates to a brake pedal simulator, an automobile braking system and a vehicle. The brake pedal simulator includes a brake pedal, a booster motor, a fitting part for fitting to a vehicle body, and a fitting part arranged in the axial direction. The first elastic member and the second elastic member which are at least partially overlapped with each other in the axial direction are hinged to the brake pedal and cooperate with one end of the overlapping portion of the first elastic member and the second elastic member to be able to drive the first elastic member and the second elastic member. A thrust structure in which the second elastic member extends and retracts in the axial direction at the same time. The first elastic member and the second elastic member cooperate together to provide a pedal preset force for the brake pedal. The output shaft of the booster motor is connected to the first elastic member through a rack and pinion mechanism. It is matched with one end of the overlapping portion of the second elastic member, so as to be able to provide assistance for the thrust structure. Therefore, a reliable braking feeling of the brake pedal is provided to simulate an accurate brake pedal force, and the operation stability is good, and the brake pedal responds quickly and the like.

Description

Brake pedal simulators, car braking systems and vehicles

technical field

The present disclosure relates to the technical field of vehicle braking systems, and in particular, to a brake pedal simulator, a vehicle braking system and a vehicle.

Background technique

In existing vehicles, especially in electric vehicles, part of the braking system cancels the hydraulic or mechanical connection between the brake pedal and the brake of the traditional braking system, so that the driver cannot directly perceive the feedback to the brake pedal when braking. Braking reaction force, thereby losing the braking feel of traditional braking systems. Among them, the braking feeling refers to the comprehensive feeling of many factors including the pedal braking feeling, the vehicle braking deceleration felt by the driver, the audible braking noise, and the visual vehicle deceleration, among which, the pedal braking feeling for the most important part. For the above-mentioned braking system, a brake pedal simulator is usually added to simulate the characteristics of the brake pedal, so as to provide the driver with a good pedal braking feeling. The working principle of the brake pedal simulator is that the design goal of the pedal force is to simulate the characteristics of the brake pedal through a mechanical braking element and a certain control method. The pedal simulator using this hydraulic control method not only has a complex structure, but also has the problem of low operation stability due to the large fluctuation of the simulated pedal force due to the hydraulic shock of the hydraulic system.

SUMMARY OF THE INVENTION

An object of the present disclosure is to provide a brake pedal simulator with a simple structure and good operational stability, an automobile braking system and a vehicle including the brake pedal simulator.

In order to achieve the above object, according to one aspect of the present disclosure, there is provided a brake pedal simulator, the brake pedal simulator including a brake pedal, a booster motor, a fitting portion for fitting to a vehicle body, and an axially arranged A first elastic piece and a second elastic piece which at least partially overlap each other along the axial direction on one side of the assembling portion, are hinged to the brake pedal and are connected with the first elastic piece and the second elastic piece One end of the overlapping parts is matched to be able to drive the first elastic member and the second elastic member to expand and contract along the axial direction at the same time, and the first elastic member and the second elastic member cooperate together to form The brake pedal provides a pedal preset force, and the output shaft of the booster motor cooperates with the one end of the overlapping portion of the first elastic member and the second elastic member through a rack and pinion mechanism, so as to be able to The thrust structure provides assistance.

Optionally, the first elastic member and the second elastic member are coil springs.

Optionally, the extension length of the first elastic member is smaller than the extension length of the second elastic member in the axial direction, and the first elastic member and the second elastic member overlap each other in the portion of the One end is aligned in the axial direction.

Optionally, the size of the first elastic member is smaller than that of the second elastic member, and the first elastic member is located inside the second elastic member.

Optionally, the one end of the overlapping portion of the first elastic member and the second elastic member is matched with the thrust structure through a first spring seat, and the first end of the rack of the rack-and-pinion mechanism is connected to the thrust structure. The first spring seat is connected or abutted, the other end of the second elastic member is provided with a second spring seat, the other end of the first elastic member is supported on the second spring seat, the first elastic member is A spring seat is movable in the axial direction relative to the second spring seat.

Optionally, the first spring seat includes a first flange and a first extension rod extending in the axial direction from the first flange, and the first end of the rack is abutted against the first flange. a flange, the second spring seat includes a second flange and a second extension rod extending from the second flange along the axial direction, the first extension rod is movably sleeved along the axial direction In the second extension rod, the first elastic member is disposed between the first flange and the second extension rod, and the second elastic member is disposed between the first flange and the second extension rod. the position between the second flanges.

Optionally, the thrust structure includes a first thrust rod hinged to the brake pedal and a second thrust rod hinged to the first thrust rod and capable of driving the first spring seat to move along the axial direction, The second thrust rod is engaged with the second end of the rack.

Optionally, the first end of the rack is formed with a first matching flange abutting against the first spring seat, and the second end is formed with a second matching flange with the second thrust rod mating flange.

Optionally, the second thrust rod is formed as a ball stud, and the ball head of the second thrust rod is matched with the arc surface of the second matching flange.

Optionally, the radius of curvature of the ball head is smaller than the radius of curvature of the arc-shaped mating surface of the second mating flange.

Optionally, the hinged end of the second thrust rod is provided with a U-shaped hinged seat threadedly connected to the hinged end, and hinged holes are respectively formed on the two side plates of the hinged seat, and the second thrust rod penetrates through the hinged end. The bottom plate of the hinge seat is threadedly connected to the bottom plate through a nut arranged on the bottom plate, so that the position can be adjusted in the axial direction.

Optionally, the rack-and-pinion mechanism includes a pinion shaft and a rack, the pinion shaft is connected to the output shaft of the booster motor and is provided with a booster gear that meshes with the rack, the first gear of the rack is The end is matched with the one end of the overlapping portion of the first elastic member and the second elastic member, and the second end of the rack is matched with the thrust structure.

Optionally, the output shaft of the booster motor is connected to the gear shaft through a reduction mechanism.

Optionally, the deceleration mechanism is a planetary gear deceleration mechanism. In the planetary gear deceleration mechanism, the sun gear is connected to the output shaft of the booster motor, the planet carrier is connected to the gear shaft, and the ring gear is fixed to the brake. inside the housing of the pedal simulator.

Optionally, the booster motor, the deceleration mechanism and the rack-and-pinion mechanism are located on a side of the fitting portion corresponding to the first elastic member and the second elastic member.

Optionally, a displacement sensor for detecting the displacement of the rack is provided on a side of the assembling portion close to the rack of the rack-and-pinion mechanism.

Optionally, the brake pedal simulator further includes a controller for controlling the working state of the booster motor and a sensor for detecting the rotational speed of the booster motor.

According to another aspect of the present disclosure, there is provided an automobile braking system including the brake pedal simulator as described above.

Optionally, the automobile braking system includes a brake control unit, which controls the working state of the booster motor according to the real-time brake pedal force or pedal stroke of the brake pedal.

According to yet another aspect of the present disclosure, there is provided a vehicle including the vehicle braking system as described above.

Through the above structure, when the driver depresses the brake pedal, the thrust structure drives the first elastic member and the second elastic member to compress in the axial direction at the same time, and the thrust structure is provided by the first elastic member and the second elastic member in cooperation with each other. When the brake pedal force of this reverse force acting on the brake pedal reaches the preset value, the booster motor is activated so that its output torque is converted into driving the first elastic force through the rack and pinion mechanism The brake pedal and the thrust structure are assisted by the force of axial compression of the member and the second elastic member. Specifically, the rack and pinion mechanism drives at least one end of the overlapping portion of the first elastic member and the second elastic member to synchronously compress in the axial direction, so that the brake pedal and the thrust structure are further changed in displacement, and due to the rack and pinion mechanism Bearing a part of the reverse force provided by the first elastic member and the second elastic member, the reverse force received by the thrust structure can be reduced, so that the brake pedal can obtain a suitable brake pedal force, so that the rotation can be simulated. The high brake pedal force has the effect of good operation stability and quick response of the brake pedal. Here, when components such as the booster motor, the rack-and-pinion mechanism, the first elastic member or the second elastic member fail to work normally, the first elastic member and/or the second elastic member that does not fail to act as a brake The pedal provides the basic pedal force and can also realize the braking feeling of the brake pedal, so that the braking can be continued, ensuring that the braking system always keeps working normally and maintaining the braking function.

Other features and advantages of the present disclosure will be described in detail in the detailed description that follows.

Description of drawings

The accompanying drawings are used to provide a further understanding of the present disclosure, and constitute a part of the specification, and together with the following detailed description, are used to explain the present disclosure, but not to limit the present disclosure. In the attached image:

FIG. 1 is a schematic diagram of the structural principle of a brake pedal simulator according to a first embodiment of the present disclosure;

FIG. 2 is a state diagram of the mating state of the second thrust rod and the butt joint in the brake pedal simulator according to the first embodiment of the present disclosure;

3 is a second assembly view of the brake pedal simulator according to the first embodiment of the present disclosure, wherein the brake pedal and the first thrust rod are omitted;

4 is a third assembly view of the brake pedal simulator according to the first embodiment of the present disclosure, wherein the brake pedal and the first thrust rod are omitted;

5 is an assembly view of the thrust structure and the housing in the brake pedal simulator according to the first embodiment of the present disclosure, wherein the brake pedal and the first thrust rod are omitted;

FIG. 6 is a schematic diagram of the structural principle of the brake pedal simulator according to the second embodiment of the present disclosure;

7 is a state diagram of the mating state of the second thrust rod and the butt joint in the brake pedal simulator according to the second embodiment of the present disclosure;

8 is an assembly drawing 1 of the brake pedal simulator according to the second embodiment of the present disclosure, wherein the brake pedal and the first thrust rod are omitted;

9 is a second assembly view of the brake pedal simulator according to the second embodiment of the present disclosure, wherein the structures of the first thrust rod of the brake pedal, the first elastic member, the second elastic member and part of the spring seat are omitted;

10 is an assembly view of a thrust structure and a housing in a brake pedal simulator according to a second embodiment of the present disclosure, wherein the brake pedal and the first thrust rod are omitted;

FIG. 11 is a schematic structural principle diagram of the brake pedal simulator according to the second embodiment of the present disclosure in a first working state;

FIG. 12 is a schematic diagram of the structural principle of the brake pedal simulator according to the third embodiment of the present disclosure;

13 is a structural diagram of a second thrust rod of a brake pedal simulator according to a third embodiment of the present disclosure;

14 is an assembly view 1 of the thrust structure and the housing of the brake pedal simulator according to the third embodiment of the present disclosure, wherein the first thrust rod is omitted;

15 is a second assembly view of the thrust structure and the housing of the brake pedal simulator according to the third embodiment of the present disclosure, wherein the first thrust rod is omitted;

FIG. 16 is a schematic diagram of the structural principle of the brake pedal simulator according to the fourth embodiment of the present disclosure;

17 is a structural diagram of a second thrust rod of a brake pedal simulator according to a fourth embodiment of the present disclosure;

18 is an assembly view 1 of the thrust structure and the housing of the brake pedal simulator according to the fourth embodiment of the present disclosure, wherein the first thrust rod is omitted;

19 is a second assembly view of the thrust structure and the housing of the brake pedal simulator according to the fourth embodiment of the present disclosure, in which the first thrust rod is omitted.

Description of reference numerals

100, 200, 300, 400 brake pedal; 101, 201, 301, 401 booster motor; 102, 202, 302, 402 thrust structure; 103, 203, 303, 403 first elastic piece; 104, 204, 304, 404 105, 205, 305, 405 assembly part; 106, 206 screw mechanism; 306, 406 rack and pinion mechanism; 107, 207 planetary gear reduction mechanism; 307, 407 gear pair reduction mechanism; 108, 208, 308 , 408 controller; 109, 209, 309, 409 sensor; 110, 210, 310, 410 first spring seat; 111, 211, 311, 411 second spring seat; 112, 212 connecting rod; 115, 215, 312, 412 first flange; 113, 213 transmission gear; 117, 217, 313, 413 first extension rod; 114, 214 idler; 116, 216, 314, 414 second flange;; 118, 218, 315, 415 316, 416 first mating flange; 317, 417 second mating flange; 318, 418 displacement sensor; 119, 219 abutting spring seat; 120, 220, 320, 420 housing; , 3011, 4011 output shaft; 1021, 2021, 3021, 4021 first thrust rod; 1022, 2022, 3022, 4022 second thrust rod; 1023, 2023, 3023, 4023, ball head; 1024, 2024, 3024, 4024 hinged 1025, 2025, 3025, 4025 hinge hole; 1026, 2026, 3026, 4026 bottom plate; 1027, 2027, 3027, 4027 nut; 1028, 2028 butt joint; 3028, 4028 snap seat; , 4029 locking protrusion; 1051, 2051, 3051, 4051 fasteners; 1061, 2061 booster screw; 3061, 4061 gear shaft; 1062, 2062, 3063, 4063 booster gear; 3062, 4062 rack; 1071, 2071, 3071 , 4071 sun gear; 1072, 2072, 3072, 4072 planet carrier; 1073, 2073, 3073, 4073 ring gear; 1074, 2074, 3074, 4074 planetary gear; 3101, 4101 locking groove; 1201, 2201, 3201, 4201 The first housing part; 1202, 2202, 3202, 4202 the second housing part; 1203, 2203, 3203, 4203 the third housing part; 1204, 2204, 3204, 4204 dust cover; , 4181 mounting holes.

Detailed ways

The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure, but not to limit the present disclosure.

In the present disclosure, where not stated to the contrary, the use of directional words such as "inside, outside" generally refers to the inside and outside of the contour of the corresponding component.

As shown in FIG. 1 to FIG. 19 , the present disclosure provides a brake pedal simulator, a vehicle braking system, and a technical solution for a vehicle. The brake pedal simulator of the present disclosure simulates the characteristics of the brake pedal through the elastic element and the braking method. Here, the characteristics of the brake pedal are usually the corresponding relationship between the pedal force, the pedal stroke and the braking response time. to manifest.

The brake pedal simulator of the present disclosure adopts a plurality of elastic members and a matching structure of a thrust structure for driving the plurality of elastic members to expand and contract in the axial direction. Specifically, according to the first to seventh embodiments of the present disclosure, the following The technical solution is to achieve: the brake pedal simulator according to the present disclosure includes a brake pedal, a plurality of elastic members, and is hinged to the brake pedal and cooperates with the plurality of the elastic members for driving the elastic members along a shaft To the telescopic thrust structure, at least a part of the elastic members of the plurality of elastic members provide the brake pedal with the pedal preset force. Here, the pedal preset force generally refers to the reaction force exerted by the elastic member on the brake pedal through the thrust structure in the initial state when the brake pedal is not depressed. Wherein, all or part of the elastic members provide pedal force for the brake pedal to ensure that the braking system always works normally and can provide a reliable braking feeling of the brake pedal. Therefore, the simple structure as described above can simulate Accurate brake pedal force is produced, and the operation stability is good, and the brake pedal responds quickly. In addition, the pedal stroke of the brake pedal can be determined indirectly by controlling the movement stroke of the thrust structure or the compression stroke of the elastic member, or can also be controlled by other reasonable control methods. This is not particularly limited.

In addition, the cooperation mentioned in the present disclosure can generally be interpreted as a function of realizing power transmission through direct or indirect connection, fixation, abutment or other cooperation methods, which is not particularly limited herein.

In addition, the arrangement positions and mutual arrangement relationships of the plurality of elastic elements can be reasonably designed according to actual needs, ie, different requirements such as installation space and operational stability. Optionally, when some of the plurality of elastic members provide the pedal preset force for the brake pedal, the thrust structure can drive all of the plurality of elastic members in a predetermined order. The part of the elastic members and the rest of the elastic members expand and contract along the axial direction; when a plurality of the elastic members provide the pedal preset force for the brake pedal, the thrust structure can drive all the elastic members Synchronous expansion and contraction along the axis. Here, in the case where a part of the elastic parts of the plurality of elastic parts provides a pedal preset force for the brake pedal, the part of the elastic parts of the plurality of elastic parts can be used in the initial state (that is, the brake pedal is not depressed) The state of the moving pedal) is matched with the thrust structure, and the remaining elastic pieces of the plurality of elastic pieces are not matched with the thrust structure and/or the partial elastic pieces in the initial state. After depressing the brake pedal to the preset pedal stroke, the thrust structure directly drives the remaining elastic members, or the thrust structure drives the remaining elastic members through the partial elastic members, etc., to realize the axial expansion and contraction of the remaining elastic members. Function. Here, in the process of the remaining elastic members being stretched and contracted, the partial elastic members can also be synchronously stretched and contracted with the remaining elastic members, or the partial elastic members can also be kept in a compressed state, which can be determined according to the actual situation. Specific design is required. In addition, according to the specific arrangement of the plurality of elastic members, the above-mentioned design can be reasonably designed according to the predetermined order. For example, in the case where there are two or more of the elastic members in the plurality of elastic members and are arranged in series in the axial direction, while the remaining elastic members are two or more and are successively connected in the axial direction or arranged at intervals, the The predetermined sequence may be that the thrust structure first drives the partial elastic member to compress, and after the partial elastic member is compressed to a preset position, the partial elastic member may be in contact with the remaining elastic members or the thrust structure may contact the elastic member. The other elastic members cooperate in such a way that the thrust structure sequentially drives the remaining elastic members to compress. The sequence for transitioning from the compressed state to the initial state may be reversed from that described above. In addition, for another example, when there are more than two elastic members (here, elastic members of the same size may be used) and they are arranged at intervals in the circumferential direction (for example, two discs and other structures may be arranged at intervals along the axial direction) A plurality of elastic pieces arranged at intervals along the circumferential direction of the two support bodies are arranged between the support bodies), and the remaining elastic pieces are also more than two (here, elastic pieces of the same size can be used) and are arranged along the circumferential direction. In the case of spaced arrangement (for example, a plurality of elastic members arranged at intervals along the circumferential direction of the two support bodies may be arranged between two support bodies of a structure such as a disk arranged at intervals in the axial direction), the The predetermined sequence may be that the thrust structure first jointly drives the partial elastic members to compress in the axial direction, and after the partial elastic members are jointly compressed to the preset position, the partial elastic members can be in contact with all the remaining elastic members through the contacting mechanism. The manner or the manner in which the thrust structure cooperates with all the remaining elastic members enables the thrust structure to jointly drive all the remaining elastic members to compress in the axial direction. The sequence for transitioning from the compressed state to the initial state may be reversed from that described above. As for the specific driving manner of the elastic members mentioned above, the present disclosure is not limited to this, as long as the function of driving multiple elastic members to expand and contract can be finally realized through the driving of the thrust structure, other suitable multiple elastic members can be adopted. The arrangement of the components falls within the protection scope of the present disclosure.

Optionally, the brake pedal simulator includes a driving device for driving the elastic member to extend and retract so as to provide the thrust structure with an assist and/or resistance for driving the elastic member. Here, the driving device can adopt various suitable structures, which can provide assistance and resistance for the driving of the elastic member by the thrust structure, or can satisfy the functions of providing assistance and resistance at the same time. It can more accurately simulate the required pedal force. Here, optionally, the brake pedal simulator includes a power assist device for driving the elastic member to further expand and contract so as to provide power for the driving of the elastic member by the thrust structure. Wherein, the power assisting device may adopt various structures, for example, it may be a single structure of a simple telescopic mechanism such as an electric cylinder, an air cylinder, a hydraulic cylinder, etc., a simple telescopic mechanism such as a jack, or may be a gear pair, a rack-and-pinion pair, a turbine, etc. No matter which structure is adopted, it is not limited to the structure mentioned above, as long as it can be realized as a thrust structure for elastic parts. It is enough to drive the function to provide assistance.

Wherein, optionally, the booster device includes a booster motor, a transmission and cooperation mechanism that cooperates with the booster motor and at least some of the elastic members, so that the driving of the thrust structure can be provided by the transmission and cooperation mechanism. help. In the present disclosure, although the following seven specific embodiments of the brake pedal simulator are provided to simulate the characteristics of the brake pedal, for the convenience and clarity of the present disclosure, the involved brake pedals 100 , 200 , 300 , and 400 And the booster motors 101 , 201 , 301 , and 401 all adopt the same structure, but this is not intended to limit the right scope of the present disclosure. In addition, various reasonable arrangement structures can be adopted for the transmission matching mechanism, as long as the function of transmitting the output torque of the booster motor to the elastic member can be realized to provide booster for the thrust structure. For example, as shown in FIG. 1 to FIG. 11 , the transmission and cooperation mechanism may include a screw mechanism, and the output shaft of the power assist motor may cooperate with the elastic member through the screw mechanism, thereby providing power for the driving of the elastic member by the thrust structure. For another example, as shown in FIG. 12 to FIG. 19 , the transmission matching mechanism may include a rack and pinion mechanism, and the output shaft of the power assist motor may cooperate with the elastic member through the rack and pinion mechanism, so that the thrust structure can be used for the elastic member. drive to provide assistance. However, the present disclosure is not limited to the above-mentioned structure. In addition to the above-mentioned structure, the transmission cooperation mechanism may also be a gear pair transmission mechanism, a worm gear transmission mechanism, a belt transmission mechanism, a chain transmission mechanism, and other structures, or may be the above-mentioned structures. The structure of the appropriate combination between the various structures involved.

Specifically, when the driver steps on the brake pedal, the thrust structure drives the elastic member to compress in the axial direction, and the thrust structure is subjected to the reverse force provided by the elastic member, and when this reverse force acts on the brake pedal of the brake pedal When the power pedal force reaches the preset value, the booster motor is started so that the torque output by the booster motor is transmitted to the elastic member through the transmission matching mechanism, so as to provide power for the brake pedal and the thrust structure and drive the elastic member to be further compressed, so that the brake pedal is further compressed. The displacement of the moving pedal and the thrust structure is further changed, and since the transmission matching mechanism bears a part of the reverse force exerted by the elastic member, the reverse force on the thrust structure can be reduced, so that the brake pedal can obtain a suitable brake pedal. Therefore, the target value of the pedal force and pedal stroke of the brake pedal can be simulated. Here, when the booster motor or the transmission matching mechanism fails and cannot work normally, the basic pedal force can be provided by the elastic element to provide the braking feeling of the brake pedal, so that the braking can be continued and the braking function can be maintained.

By adopting the booster motor and the transmission matching mechanism as described above, the brake pedal provides the booster for the driving of the elastic member, thereby improving the linear characteristic of the elastic member and realizing the nonlinear change characteristic of the brake pedal. That is, the elastic member provides the basic pedal reaction force to ensure that the braking system always keeps working so as to provide the braking feeling of the brake pedal even when components such as the booster motor or the transmission matching mechanism fail. The synthetically simulated pedal force, that is, the target pedal force is provided by the cooperation of the booster motor and the elastic member to compensate the remaining part between the base pedal force and the target pedal force. Therefore, the characteristics of the brake pedal are simulated by the braking control method as described above, and the existing hydraulic braking components are replaced by the booster motor and the transmission coordination mechanism, which is not only simple in structure, but also not affected by factors such as hydraulic pressure. Therefore, it has the effects of good operation stability and quick response of the brake pedal.

Wherein, in the four specific embodiments of the present disclosure, the elastic member may include a first elastic member and a second elastic member arranged along the axial direction, the first elastic member and/or the second elastic member The components cooperate together to provide a pedal preset force for the brake pedal, and the transmission cooperation mechanism cooperates with the first elastic member and/or the second elastic member. Here, the number of elastic members is not limited to two elastic members, and can also be reasonably selected according to the actual situation. Here, the form of two elastic members is adopted, and the arrangement of the two elastic members may adopt the serial mode disclosed in the two embodiments shown in FIG. 1 to FIG. 5 and FIG. 12 to FIG. The parallel mode disclosed in the two embodiments shown in FIGS. 6 to 11 and 16 to 19 . Here, it should be noted that the series connection means that the two elastic members are arranged in the axial direction, and the two elastic members always expand and contract in the axial direction at the same time under the driving of the thrust structure and/or the driving motor, that is, they are initially driven. When the two elastic members are stretched and contracted at the same time. Specifically, under the driving of the brake pedal and/or the booster motor, the two elastic members can be compressed synchronously, and the pedal preset force of the brake pedal can be controlled by the first elastic member and the second elastic member in the series mode. The parallel mode means that the two elastic members are arranged in the axial direction, and the two elastic members expand and contract along the axial direction in turn under the driving of the thrust structure and/or the booster motor, that is, when the two elastic members are initially driven One of the elastic members is compressed in the axial direction first, and then the other is expanded and contracted in the axial direction. Specifically, under the drive of the brake pedal and/or the booster motor, it is possible to make an arrangement in which a certain elastic piece is in contact with another elastic piece during the compression process and is further compressed at the same time, and the brake is applied in a parallel manner. The pedal preset force of the pedal may be provided by the first elastic member or the second elastic member, wherein the elastic member providing the pedal preset force for the brake pedal is compressed first. In addition, various reasonable structures may be adopted for the arrangement of the two elastic members. For example, when the two elastic members are arranged in series, the two elastic members may be arranged adjacent to each other in the axial direction, or at least Partially overlapping arrangement. For another example, in the case where the two elastic members are arranged in parallel, the two elastic members may be arranged at intervals along the axial direction, or the two elastic members may be partially overlapped along the axial direction, which is not particularly in the present disclosure. As a limitation, the arrangement structure of the elastic members can be specifically designed according to actual needs, such as space arrangement requirements. In the above description, in order to explain the arrangement of the elastic members more clearly, the arrangement structure of two elastic members is described, but the parallel mode or the series mode can also be applied to one or more than two elastic members. For example, the elastic member includes a plurality of first elastic members arranged at intervals in the circumferential direction and side by side, and a plurality of second elastic members arranged at a circumferential interval and side by side. The above-mentioned parallel or series connection can also be applied to the elastic element of this structure.

In addition, optionally, the transmission matching mechanism includes a screw mechanism or a rack-and-pinion mechanism, and the output shaft of the power assist motor communicates with the first elastic member and the first elastic member through the screw mechanism or the rack-and-pinion mechanism. The two elastic members cooperate to be able to drive the first elastic member and the second elastic member to expand and contract synchronously, or the output shaft of the booster motor is connected to the first elastic member or the second elastic member through the screw mechanism. The elastic members cooperate to be able to drive the first elastic member and the second elastic member to expand and contract along the axial direction according to a predetermined sequence. That is, as mentioned above, when the two elastic members are arranged in series, the output shaft of the power assist motor can cooperate with the first elastic member and the second elastic member through the screw mechanism or the rack and pinion mechanism, and the output shaft of the power assist motor can output through the screw mechanism or the rack and pinion mechanism. The driving force provides boosting force for the thrust structure, so that the first elastic piece and the second elastic piece can be further driven by the booster motor to be expanded and contracted synchronously under the state that the thrust structure drives the first elastic piece and the second elastic piece to be compressed. When the two elastic members are arranged in parallel, the output shaft of the booster motor cooperates with the first elastic member or the second elastic member through a screw mechanism or a rack and pinion mechanism, so as to provide the thrust structure with the driving force output by the booster motor. As a result, when the first elastic member or the second elastic member is compressed by the thrust structure, the power assist motor can further drive the first elastic member and/or the second elastic member to expand and contract in the axial direction in a predetermined order. Here, for the parallel arrangement, when the output shaft of the booster motor cooperates with the first elastic member through the screw mechanism or the rack and pinion mechanism, the first elastic member is driven to expand and contract by the booster motor and the transmission matching mechanism, and then the first elastic member is driven to expand and contract by the first elastic member. The second elastic member is further driven to expand and contract in the axial direction by the way that the second elastic member cooperates with the second elastic member or the transmission matching mechanism cooperates with the second elastic member subsequently; When the two elastic members are matched, the second elastic member can be driven to expand and contract in the axial direction by the booster motor and the transmission matching mechanism, and then the second elastic member can be matched with the first elastic member or the transmission matching structure can be used with the first elastic member. The first elastic member is further driven to expand and contract in the axial direction by means of direct fit. The present disclosure does not need to limit the specific driving sequence of the first elastic member and the second elastic member by the booster motor and the transmission matching mechanism, which can be reasonably designed according to the actual arrangement structure.

In addition, the brake pedal simulator as described above may further include a fitting portion for fitting to the vehicle body, and the first elastic member and the second elastic member may be arranged on one side of the fitting portion. In this case, when the brake pedal simulator is to be fitted to the vehicle through the fitting portion, the two elastic members on one side of the fitting portion are both located in the engine compartment. In addition, but the present disclosure is not limited to this, the arrangement positions of the first elastic member and the second elastic member can be reasonably designed according to the actual space arrangement requirements, for example, the first elastic member and/or the part of the second elastic member The structure may be located on the other side of the fitting portion, in which case, when the brake pedal simulator is to be fitted to the vehicle through the fitting portion, the first elastic member and/or the second elastic member located on the other side of the fitting portion A part of the elastic member may be located in the engine compartment, and the other part may be exposed in the cab, thereby reducing the space occupied by the brake pedal simulator in the engine compartment. However, the present disclosure is not limited to this, and the specific arrangement position of the elastic member can be reasonably arranged according to the actual situation.

Hereinafter, the four embodiments shown in FIGS. 1 to 19 will be described in detail. Here, FIGS. 1 to 5 are taken as the first embodiment, FIGS. 6 to 11 are taken as the second embodiment, and FIGS. 12 to 15 are taken as the first embodiment. The third embodiment, Figures 16 to 19 serve as the fourth embodiment, wherein the first elastic member is disclosed in the first embodiment shown in Figures 1 to 5 and the third embodiment shown in Figures 12 to 15 and the serial arrangement of the second elastic member, the second embodiment shown in FIGS. 6 to 11 and the fourth embodiment shown in FIGS. 16 to 19 disclose the parallel connection of the first elastic member and the second elastic member Way.

Below, the technical solution of the serial arrangement of the two elastic members in the first embodiment and the third embodiment will be described first.

1 to 5 , according to a first embodiment of the present disclosure, a brake pedal simulator is provided, the brake pedal simulator includes a brake pedal 100 , a booster motor 101 , a fitting portion 105 for fitting to a vehicle body, The first elastic member 103 and the second elastic member 104, which are arranged on one side of the assembling portion 105 in the axial direction and at least partially overlap each other in the axial direction, are hinged to the brake pedal 100 and are connected to the first elastic member 100. One end of the overlapping portion of the elastic member 103 and the second elastic member 103 is matched to be able to drive the first elastic member 103 and the second elastic member 104 to simultaneously expand and contract the thrust structure 102 along the axial direction. An elastic member 103 and the second elastic member 104 cooperate together to provide a pedal preset force for the brake pedal 100 , and the output shaft 1011 of the booster motor 101 communicates with the first elastic member 103 and The one ends of the overlapping portions of the second elastic members 104 are matched with each other, so as to be able to provide assistance to the thrust structure 102 .

Wherein, one end of the overlapping portion of the first elastic member 103 and the second elastic member 104 at least partially refers to the corresponding end of the overlapping portion of the first elastic member 103 and the second elastic member 104, that is, at the first elastic member 103 and the second elastic member 104. Whether an elastic member 103 and a second elastic member 104 overlap with each other partially or completely, one end of the overlapping portion refers to the end where the first elastic member 103 and the second elastic member 104 are arranged correspondingly, wherein the first elastic member 103 and the second elastic member 104 The ends of the first elastic member 103 and the second elastic member 104 may be flush in the axial direction, or may also be arranged at intervals in the axial direction. The arrangement of one end of the overlapping portion is not particularly limited, as long as the thrust structure 102 and/or the booster motor 101 can drive the first elastic member 103 and the second elastic member 104 to synchronously compress in the axial direction.

In the above-mentioned first embodiment, the first elastic member 103 and the second elastic member 104 are used as simulation elements for the pedal force and pedal stroke of the brake pedal 100 , and in the initial state (ie, when the brake pedal 100 is not depressed) ), both the first elastic member 103 and the second elastic member 104 are in a compressed state to provide the brake pedal 100 with a pedal preset force, and in the event that one of the first elastic member 103 and the second elastic member 104 fails, the other One can still maintain the normal pedal force of the brake pedal 100, thereby improving the safety performance of the brake pedal simulator.

Specifically, when the driver depresses the brake pedal 100 , the thrust structure 102 drives the first elastic member 103 and the second elastic member 104 to compress in the axial direction at the same time, and the thrust structure 102 is subjected to the first elastic member 103 and the second elastic member 104 When the brake pedal force acting on the brake pedal 100 reaches a preset value, the booster motor 101 is activated so that its output torque is converted into a driving force through the screw mechanism 106 The force of the axial compression of the first elastic member 103 and the second elastic member 104 provides power for the brake pedal 100 and the thrust structure 102. Specifically, the screw mechanism 106 drives at least one of the first elastic member 103 and the second elastic member 104. One ends of the overlapping parts are compressed synchronously in the axial direction, so that the brake pedal 100 and the thrust structure 102 are further changed in displacement, and since the screw mechanism 106 is subjected to a part of the reverse direction provided by the first elastic member 103 and the second elastic member 104 Therefore, the reverse force received by the thrust structure 102 can be reduced, so that the brake pedal 100 can obtain a suitable brake pedal force, so that the target value of the pedal force and pedal stroke of the brake pedal 100 can be simulated. Here, when components such as the booster motor 101 , the screw mechanism 106 , the first elastic member 103 or the second elastic member 104 fail to work normally, the first elastic member 103 and/or the second elastic member that has not failed can pass through the 104 provides the basic pedal force for the brake pedal 100 to realize the braking feeling of the brake pedal 100, so that the braking can be continued and the braking function can be maintained. In addition, when the driver releases the brake pedal 100, the power assist motor 101 loses power, so that the first elastic member 103 and the second elastic member 104 are automatically returned by their own elastic restoring force. The characteristics of the simulated brake pedal 100 are realized through the above-mentioned brake control method, and the existing hydraulic brake components are replaced by the cooperation of the booster motor 101 and the screw mechanism 106, so that the brake pedal simulator not only has a simple structure but also It will not be affected by various factors such as the existing hydraulic pressure, so it has the effects of good operation stability and quick response of the brake pedal. In addition, although the screw mechanism 106 is used for the transmission and cooperation mechanism in this embodiment, the present disclosure is not limited to this, and the transmission and cooperation mechanism may adopt other reasonable arrangement structures.

Optionally, the first elastic member 103 and the second elastic member 104 are coil springs. As a result, the expansion and contraction can be made in a quick and sensitive response to the driving force exerted by the thrust structure 102 and/or the booster motor 101 . However, this does not limit the scope of the present disclosure. Under the condition that the cooperation of the brake pedal 100, the booster motor 101, the thrust structure 102 and the screw mechanism 106 can be ensured to drive the first elastic member 103 and the second elastic member 104 to expand and contract, the The first elastic member 103 and the second elastic member 104 may adopt various reasonable structures.

Optionally, the extension length of the first elastic member 103 is smaller than the extension length of the second elastic member 104 in the axial direction, and the first elastic member 103 and the second elastic member 104 overlap each other The one end of the portion is aligned in the axial direction. Here, when the one end of the overlapping portion of the first elastic member 103 and the second elastic member 104 is aligned in the axial direction, the first elastic member 103 extends toward the extending direction of the second elastic member 104 , so that the entire The first elastic member 103 overlaps the extending portion of the second elastic member 104 . Thereby, the overall length of the brake pedal simulator can be reduced, and the arrangement structure is compact, so that the overall structural volume of the brake pedal simulator can be minimized. However, the present disclosure is not limited to this, and the structures of the first elastic member 103 and the second elastic member 104 may be specifically arranged according to the actual elastic stiffness requirements. For example, the first elastic member 103 and the second elastic member 104 may be formed to have Structures of the same extension length, etc.

Wherein, optionally, the size of the first elastic member 103 is smaller than the size of the second elastic member 104 , and the first elastic member 103 is located inside the second elastic member 104 . Thus, the thrust structure 102 and/or the booster motor 101 can conveniently drive the first elastic member 103 and the second elastic member 104 to compress axially and synchronously, and at the same time, the overall structure of the brake pedal simulator can be minimized. However, the present disclosure is not limited to this, and the arrangement structure of the first elastic member 103 and the second elastic member 104 may be designed according to actual needs. For example, the size of the first elastic member 103 may be larger than that of the second elastic member 104, and The second elastic member 104 may be disposed through the inside of the first elastic member 103 .

Optionally, the one end of the overlapping portion of the first elastic member 103 and the second elastic member 104 cooperates with the thrust structure 102 through the first spring seat 110 , and the screw mechanism 106 cooperates with the first spring seat 110 . The spring seat 110 is connected or abutted, the other end of the second elastic member 104 is provided with a second spring seat 111, the other end of the first elastic member 103 is supported on the second spring seat 111, the The one end of the first spring seat 110 can move in the axial direction relative to the second spring seat 111 . Here, optionally, as shown in FIG. 1 , the first spring seat 110 may include a first flange 115 and a first extension rod 117 extending from the first flange 115 in the axial direction. The booster screw 1061 of the screw mechanism 106 abuts against the first flange 115 , and the second spring seat 111 includes a second flange 116 and a second extension rod extending from the second flange 116 in the axial direction 118, the first extension rod 117 is movably sleeved in the second extension rod 118 along the axial direction, and the first elastic member 103 is provided on the first flange 115 and the second extension rod 118. At the position between the extension rods 118 , the second elastic member 104 is disposed at the position between the first flange 115 and the second flange 116 . The extension length of the first elastic member 103 is smaller than the extension length of the second elastic member 104. At this time, the other end of the first elastic member 103 abuts on the second extension rod 118 of the second spring seat 111 in the axial direction, Therefore, in the process of driving the first spring seat 110 to compress the first elastic member 103 and the second elastic member 104 through the thrust structure 102 and/or the booster motor 101, it can be ensured that the first elastic member 103 and the second elastic member 104 are synchronized with each other. Implement compression. In addition, when the extension length of the first elastic member 103 and the extension length of the second elastic member 104 are the same and they are completely overlapped in the axial direction, that is, the two ends of the first elastic member 103 and the second elastic member 104 are respectively axially In the case of alignment, the other end of the first elastic member 103 can directly abut on the second flange 116 of the second spring seat 111 , and the second extension rod 118 is located on the first elastic member 103 and the second elastic member 104 inside and movably connected with the first extension rod 117 . Therefore, the first spring seat 110 drives the first elastic member 103 and the second elastic member 104 to move flexibly relative to the second spring seat 111 through a reasonable arrangement structure. However, the present disclosure is not limited thereto, and the structures of the first spring seat 110 and the second spring seat 111 can be reasonably designed according to the specific arrangement structure of the first elastic member 103 and the second elastic member 104 . For example, when the extension length of the first elastic member 103 is smaller than the extension length of the second elastic member 104 and the middle portion of the first elastic member 103 and the second elastic member 104 overlap, that is, both ends of the first elastic member 103 When both are located between the two ends of the second elastic member 104, a stepped portion may be formed between the first flange 115 of the first spring seat 110 and the first extension rod 117 for abutting the first flange 115 of the first spring seat 110. One end of an elastic member 103 and the other end of the first elastic member 103 can abut on the second extension rod 118 of the second spring seat 111 . Therefore, the function of driving the first spring seat 110 through the thrust structure 102 and/or the booster motor 101 and simultaneously compressing the first elastic member 103 and the second elastic member 104 can also be realized.

Optionally, as shown in FIGS. 1 to 4 , one end of the first spring seat 110 corresponding to the thrust structure 102 is provided with a plurality of connecting rods 112 protruding in the axial direction and arranged at intervals in the circumferential direction, A plurality of the connecting rods 112 cooperate with the thrust structure 102 , and the helical mechanism 106 is located between the first spring seat 110 and the thrust structure 102 . Therefore, the arrangement structure between the booster motor 101 , the screw mechanism 106 , and the first elastic member 103 and the second elastic member 104 is compact, and it is convenient to realize a modular design. However, the present disclosure is not limited thereto, the helical mechanism 106 may be arranged on the side of the second spring seat 111 away from the first spring seat 110 , and the helical mechanism 106 communicates with the first elastic member 103 and the first spring seat 111 through the first spring seat 111 . The two elastic members 104 cooperate to be able to move in the direction of axial synchronous compression. Thus, the function of the screw mechanism 106 to compress the first elastic member 103 and the second elastic member 104 synchronously in the axial direction can be conveniently and easily achieved. In addition, various structures can be adopted for the matching form of the connecting rod 112 of the first spring seat 110 and the thrust structure 102, for example, it can be realized by means of screw connection. In the case of using a threaded connection, the pedal preset force and pedal idle stroke of the brake pedal 100 can be adjusted by adjusting the position of the threaded connection portion of the connecting rod 112 . However, the present disclosure is not limited to this, and the first spring seat 110 and the thrust structure 102 may also be connected by other means. In addition, the plurality of connecting rods 112 may also be connected to the first spring seat 110 by using fasteners such as bolts, or may be directly formed into an integral structure with the first spring seat 110 .

Optionally, the thrust structure 102 includes a first thrust rod 1021 hinged to the brake pedal 100 and hinged to the first thrust rod 1021 through a hinge seat 1024 and capable of driving the first spring seat 110 along the The second thrust rod 1022 that moves axially, the hinge seat 1024 is formed as a U-shaped seat, and hinge holes 1025 are respectively formed on the two side plates of the hinge seat 1024, and the second thrust rod 1022 passes through the hinge seat 1024 The bottom plate 1026 is screwed on the bottom plate 1026 through the nut 1027 provided on the bottom plate 1026 so that the position can be adjusted in the axial direction. The second thrust rod 1022 is hinged with the first thrust rod 1021 through the hinge hole 1025 on the hinge seat 1024. In addition, the pedal of the brake pedal 100 can be adjusted by screwing the nut 1027 on the bottom plate 1026 with the second thrust rod 1022. Preset force and pedal idle travel. However, the present disclosure is not limited to this, and the pedal preset force and pedal idle stroke of the brake pedal 100 can also be adjusted in other forms. For example, the first thrust rod 1021 or the second thrust rod 1022 can be arranged to be able to The telescopic structure that is telescopic and positioned in the axial direction (for example, can be a structure of a sleeve rod and a sleeve sleeved on the outer peripheral surface of the sleeve rod) can be used to adjust the pedal preset force and pedal idle stroke by telescopic. For another example, as mentioned above, the adjustment of the pedal preset force and the pedal idle stroke is realized by adopting the threaded fitting form of the connecting rod of the thrust structure 102 and the first spring seat 110 . The above-mentioned modified embodiments can all be applied to the other three embodiments.

Optionally, the second thrust rod 1022 is formed as a ball stud, and the thrust structure 102 further includes a butt joint 1028 connected with the ball head 1023 of the second thrust rod 1022, and a butt joint 1028 connected with the first The spring seat 110 is connected to a push plate 1029 that is matched with the butt joint 1028 , and the screw mechanism 106 is arranged at a position between the push plate 1029 and the first elastic member 103 . The push plate 1029 may be located on the inner peripheral surface of the through hole of the assembling portion 105, and the butt joint 1028 may penetrate through the push plate 1029 and be positioned by fasteners such as nuts. A U-shaped pressing plate 10281 abutting against the side of the push plate 1029 close to the butt joint 1028 is formed on the butt joint 1028 in the through hole through which the butt joint 1028 passes. Therefore, after the butt joint 1028 is assembled and positioned with the push plate 1029, the U-shaped pressing plate 10281 abuts against the side of the push plate 1029 corresponding to the second thrust rod 1022, so that the U-shaped pressing plate 10281 can stably push the push plate 1029 so that the The first elastic member 103 and the second elastic member 104 connected to the push plate 1029 through the first spring seat 110 are compressed in the axial direction. As described above, when the driver depresses the brake pedal 100 to change the displacement, the displacement of the first thrust rod 1021, the second thrust rod 1022, the butt joint 1028, and the push plate 1029 also changes accordingly, and the second The ball head 1023 of the thrust rod 1022 cooperates with the ball pair of the butt joint 1028 , so that the second thrust rod 1022 can adapt to the angle change and prevent movement interference with the butt joint 1023 . However, the present disclosure is not limited to this. Optionally, the ball head 1023 and the butt joint 1028 may be cambered, and the radius of curvature of the ball head 1023 is smaller than the radius of the ball head 1023 corresponding to the ball head 1023. The radius of curvature of the curved mating surface. Therefore, the ball head 1023 of the second thrust rod 1022 and the arc-shaped mating surface of the butt joint 1028 are allowed to move relative to each other within an appropriate range, so that the brake pedal 100 , the thrust structure 102 , the first elastic member 103 and the second elastic member The transmission process between the 104 is smoother. For another example, the second thrust rod 1022 and the butt joint 1028 may be connected by a universal joint or in the form of the second thrust rod 1022 directly abutting against the end face of the butt joint 1028 . It should be noted here that the matching structure of the joint 1028 and the push plate 1029 is to be able to drive the first elastic member 103 and the second elastic member 104 more reliably, and in the case where the above-mentioned purpose can be achieved and in the case where no contradiction occurs In the following, the arrangement structure of the thrust structure 102 can be appropriately changed, and such changes all fall within the right scope of the present disclosure.

Optionally, the output shaft 1011 of the booster motor 101 is connected to the screw mechanism 106 through a transmission mechanism. Here, the transmission mechanism can adopt various reasonable structures, so as to be able to transmit the output torque of the booster motor 101 to the screw mechanism 106 with an appropriate transmission ratio, so that the screw mechanism 106 can reliably drive the first elastic member 103 and the first elastic member 103. The two elastic members 104 are compressed synchronously in the axial direction, thereby quickly and accurately simulating the pedal force and pedal stroke of the brake pedal 100 .

Optionally, the transmission mechanism includes a reduction mechanism connected to the output shaft 1011 of the booster motor 101, a transmission gear 113 connected to the output end of the reduction mechanism, and the screw mechanism 106 includes a transmission gear 113 connected to the first elastic member 103 and the second elastic member 104 overlap with the one end of the assist screw 1061, and the booster gear 1062 mounted on the outer peripheral surface of the booster screw 1061 and formed with an internal thread that fits with the booster screw 1061, The transmission gear 113 meshes with the power assist gear 1062 through the idler gear 114 . Here, the booster screw 1061 can be directly connected to or abutted on the first spring seat 110 to cooperate with the first elastic member 103 and the second elastic member 104 , so that the output torque of the booster motor 101 is sequentially passed through the deceleration mechanism, the transmission The gear 113 and the booster gear 1062 are transmitted to the booster screw 1061, and the driving force of the booster screw 1061 is transmitted to the first elastic member 103 and the second elastic member 104 through the first spring seat 110, so that the first elastic member 103 and The second elastic member 104 is compressed synchronously in the axial direction.

Here, the deceleration mechanism can adopt various reasonable structures, for example, a worm gear deceleration mechanism, a gear pair deceleration mechanism or other reasonable structures can be adopted, so that the booster gear 1062 of the screw mechanism can obtain an appropriate transmission ratio so as to be compatible with the speed reduction mechanism. The booster screw 1061 meshed with the booster gear 1062 drives the first elastic member 103 and the second elastic member 104 to compress in the axial direction with an appropriate driving force. Optionally, the transmission matching mechanism further includes a speed reduction mechanism, and the output shaft 1011 of the booster motor 101 is connected to the gear shaft 1061 through the speed reduction mechanism. Here, the deceleration mechanism may adopt various appropriate structures, for example, a gear pair deceleration mechanism, a worm gear deceleration mechanism, a planetary gear deceleration mechanism, and the like may be adopted. Here, as shown in FIG. 1 , optionally, the reduction mechanism is a planetary gear reduction mechanism 107 . In the planetary gear reduction mechanism 107 , the sun gear 1071 is connected to the output shaft 1011 of the booster motor 101 , and the planet carrier 1072 As the output end of the speed reduction mechanism, it is connected to the axle of the transmission gear 113, and the ring gear 1073 is fixed in the housing 120 of the brake pedal simulator. Here, the planetary gear reduction mechanism 107 is provided with a planetary gear 1074 meshing with the sun gear 1071 and the ring gear 1073 , and a planetary carrier 1072 is provided at the center of the planetary gear 1074 . Thus, the output torque of the booster motor 101 is decelerated and increased by the planetary gear reduction mechanism 107 and then transmitted to the booster screw 1061 via the transmission gear 113 , the idler gear 114 , and the booster gear 1062 . That is, the output torque of the booster motor 101 is transmitted to the booster screw 1061 through the transmission gear 113 , the idler gear 114 and the booster gear 1062 after passing through the sun gear 1071 , the planetary gear 1074 and the planetary carrier 1072 , so that the booster screw 1061 moves in the axial direction. In the middle, the first elastic member 103 and the second elastic member 104 are driven to be compressed synchronously. By adopting the planetary gear reduction mechanism 107 , since the planetary gear reduction mechanism 107 itself has the characteristics of light weight and small volume, the brake pedal simulator has a light overall weight and a compact arrangement. In addition, the transmission efficiency of the booster motor 101 can be effectively improved by providing the planetary gear reduction mechanism 107 .

Optionally, the brake pedal simulator further includes a controller 108 for controlling the working state of the booster motor 101 and a sensor 109 for detecting the rotational speed of the booster motor 101 . Wherein, the sensor 109 may be disposed on the output shaft of the assist motor 101 , and the sensor 109 is electrically connected to the controller 108 . Therefore, when the driver depresses the brake pedal 100 , the thrust structure 102 drives the first elastic member 103 and the second elastic member 104 to compress in the axial direction at the same time, and the thrust structure 102 is subjected to the first elastic member 103 and the second elastic member 104 When the brake pedal force of the reverse force acting on the brake pedal 100 reaches a preset value, the controller 108 controls the start-up booster motor 101 to make its output torque pass through the planetary gear The deceleration mechanism 107 and the screw mechanism 106 are transmitted to the first elastic member 103 and the second elastic member 104 to provide power for the brake pedal 100 and the thrust structure 102 . The two elastic members 104 are compressed in the axial direction, so that the brake pedal 100 and the thrust structure 102 are further changed in displacement, and since the screw mechanism 106 is subjected to a part of the reverse action provided by the cooperation of the first elastic member 103 and the second elastic member 104 Therefore, the reverse force received by the thrust structure 102 can be reduced, so that the brake pedal 100 can obtain a suitable brake pedal force, thereby simulating the target value of the pedal force and pedal stroke of the brake pedal 100 . The sensor 109 is used for real-time detection of the rotational speed of the booster motor 101 and can be fed back to the controller 108 in real time to monitor the pedal stroke of the brake pedal 100 in real time, thereby improving the working reliability of the brake pedal simulator.

Optionally, as shown in FIG. 5 , the brake pedal simulator includes a housing 120 , and the housing 120 includes the mounting portion 105 for accommodating the screw mechanism 106 (as well as the transmission gear 113 and the idler gear 114 ) ), a second housing portion 1202 for accommodating the booster motor 101 , and a third housing portion 1203 for accommodating the first elastic member 103 and the second elastic member 104 , the end of the second elastic member 104 abuts against the inner end wall of the third housing portion 1203 . Wherein, the assembling part 105 , the first housing part 1201 , the second housing part 1202 and the third housing part 1203 communicate with each other. The first housing part 1201 , the second housing part 1202 and the third housing part 1203 can be assembled into one body by fasteners such as bolts. In addition, an oil injection hole for supplying lubricating oil to the screw mechanism 106 and the transmission mechanism may be formed on the first housing portion 1201 . In addition, the assembling part 105 can be assembled to the vehicle body through fasteners 1051 such as bolts. At this time, the brake pedal 100 is exposed in the cab, and the thrust structure 102 can be selectively partially exposed in the cab according to the actual situation, so as to facilitate the Operates and allows the brake pedal simulator to take up less installation space in the engine compartment. In addition, a dust cover 1204 for covering a part of the outer peripheral surface of the second thrust rod 1022 may be provided on the fitting portion 105 to perform sealing and dustproof functions. With the structure as described above, the brake pedal simulator has the effect of being compact in arrangement and realizing a modular design. However, the present disclosure is not limited thereto, and the structure of the housing 120 may be rationally determined according to the arrangement structure of the brake pedal simulator.

The above content has introduced the structure of the brake pedal simulator in the first embodiment with reference to FIGS. 1 to 5 . Without departing from the concept of the present invention, the features of the first embodiment such as the structure of the brake pedal, the first thrust rod, the The second thrust rod and the like can be applied to other embodiments described below. Referring to FIGS. 12 to 15 , the third embodiment, which adopts the same arrangement structure as the first embodiment in the above-mentioned first embodiment, adopts the same series arrangement of the first elastic member and the second elastic member will be described in detail below.

As shown in FIG. 12 , according to a third embodiment of the present disclosure, a brake pedal simulator is provided, the brake pedal simulator includes a brake pedal 300 , a booster motor 301 , and a fitting portion 305 for fitting to a vehicle body , A first elastic member 303 and a second elastic member 304 arranged on one side of the assembling portion 305 in the axial direction and at least partially overlapping each other in the axial direction, hinged to the brake pedal 300 and connected to the first elastic member 300 One end of the overlapping portion of an elastic member 303 and the second elastic member 303 is matched to drive the thrust structure 302 that can drive the first elastic member 303 and the second elastic member 304 to expand and contract in the axial direction at the same time. The first elastic member 303 and the second elastic member 304 cooperate together to provide a pedal preset force for the brake pedal 300 , and the output shaft 3011 of the booster motor 301 communicates with the first elastic member through the rack and pinion mechanism 306 . The one end of the overlapping portion of the second elastic member 303 and the second elastic member 304 is matched with each other, so as to be able to provide assistance to the thrust structure 302 . Among them, the first elastic member 303 and the second elastic member 304 are used as simulation elements for the pedal force and pedal stroke of the brake pedal 300. In the initial state (ie, when the brake pedal 300 is not depressed), the first elastic member 303 and the second elastic member 304 are both in a compressed state to provide a pedal preset force for the brake pedal 300, wherein in the event that one of the first elastic member 303 and the second elastic member 304 fails, the other can still make the brake pedal 300. The brake pedal 300 maintains a normal pedal force, thereby improving the safety performance of the brake pedal simulator.

Specifically, when the driver depresses the brake pedal 300 , the thrust structure 302 drives the first elastic member 303 and the second elastic member 304 to compress in the axial direction at the same time, and the thrust structure 302 is subjected to the first elastic member 303 and the second elastic member 304 When the brake pedal force of the reverse force acting on the brake pedal 300 reaches a preset value, the booster motor 301 is started so that its output torque is converted by the rack and pinion mechanism 306 In order to drive the force of the first elastic member 303 and the second elastic member 304 to compress in the axial direction, the brake pedal 300 and the thrust structure 302 are provided with assistance. Specifically, the rack and pinion mechanism 306 drives the first elastic member 303 and the second elastic member 303. At least one end of the mutually overlapping parts of the members 304 is compressed synchronously in the axial direction, so that the brake pedal 300 and the thrust structure 302 are further changed in displacement, and since the rack and pinion mechanism 306 is subjected to the first elastic member 303 and the second elastic member A part of the reverse force provided by 304 can reduce the reverse force received by the thrust structure 302, so that the brake pedal 300 can obtain a suitable brake pedal force, so that the pedal force and pedal stroke of the brake pedal 300 can be simulated target value. Here, when components such as the booster motor 301 , the rack and pinion mechanism 306 , the first elastic member 303 or the second elastic member 304 fail to work properly, the first elastic member 303 and/or the second elastic member 304 that has not failed will pass through the The elastic member 304 provides the basic pedal force for the brake pedal 300 and can also realize the braking feeling of the brake pedal 300, so that the braking can be continued and the braking function can be maintained. In addition, when the driver releases the brake pedal 300, the booster motor 301 loses power, so that the first elastic member 303 and the second elastic member 304 are automatically returned by their own elastic restoring force. The characteristics of the simulated brake pedal 300 are realized through the braking control method as described above, and the existing hydraulic brake components are replaced by the cooperation of the booster motor 301 and the rack and pinion mechanism 306, so that the brake pedal simulator is not only structurally It is simple and will not be affected by various factors such as the existing hydraulic pressure, so that it has the effects of good operation stability and quick response of the brake pedal. In addition, although the rack-and-pinion mechanism 306 is used for the transmission and cooperation mechanism in this embodiment, the present disclosure is not limited to this, and the transmission and cooperation mechanism may adopt other reasonable arrangement structures.

Optionally, the first elastic member 303 and the second elastic member 304 are coil springs. As a result, it is possible to rapidly and responsively respond to the driving force exerted by the thrust structure 302 and/or the booster motor 301 to expand and contract. However, this does not limit the scope of the present disclosure. Under the condition that the cooperation of the brake pedal 300 , the thrust structure 302 , the booster motor 301 and the rack-and-pinion mechanism 306 can be ensured to drive the first elastic member 303 and the second elastic member 304 to expand and contract , the first elastic member 303 and the second elastic member 304 may adopt various reasonable structures.

Optionally, the extension length of the first elastic member 303 is smaller than the extension length of the second elastic member 304 in the axial direction, and the first elastic member 303 and the second elastic member 304 overlap each other The one end of the portion is aligned in the axial direction. The above technical features and effects are the same as the corresponding technical features and effects in the first embodiment, and detailed descriptions thereof are omitted here in order to avoid repetition. However, the present disclosure is not limited to this, and the structures of the first elastic member 303 and the second elastic member 304 may be specifically arranged according to the actual elastic stiffness requirements. For example, the first elastic member 303 and the second elastic member 304 may be formed to have Structures of the same extension length, etc.

Optionally, the size of the first elastic member 303 is smaller than the size of the second elastic member 304 , and the first elastic member 303 is located inside the second elastic member 304 . Therefore, the thrust structure 302 and/or the booster motor 301 can conveniently drive the first elastic member 303 and the second elastic member 304 to compress axially synchronously, and at the same time, the overall structure of the brake pedal simulator can be minimized. However, the present disclosure is not limited to this, and the arrangement structure of the first elastic member 303 and the second elastic member 304 may be designed according to actual needs. For example, the size of the first elastic member 303 may be larger than that of the second elastic member 304, and The second elastic member 304 may be disposed through the inside of the first elastic member 303 .

Optionally, the one end of the overlapping portion of the first elastic member 303 and the second elastic member 304 cooperates with the thrust structure 302 through the first spring seat 310 , and the rack of the rack-and-pinion mechanism 306 The first end of 3062 is connected or abutted with the first spring seat 310, the other end of the second elastic member 304 is provided with a second spring seat 311, and the other end of the first elastic member 303 is supported on the On the second spring seat 311 , the one end of the first spring seat 310 can move relative to the second spring seat 311 in the axial direction. Here, optionally, the first spring seat 310 includes a first flange 312 and a first extending rod 313 extending from the first flange 312 in the axial direction. One end abuts against the first flange 312 , the second spring seat 311 includes a second flange 314 and a second extension rod 315 extending from the second flange 314 in the axial direction. An extension rod 313 is movably sleeved in the second extension rod 315 along the axial direction, and the first elastic member 303 is disposed between the first flange 312 and the second extension rod 315 The second elastic member 304 is disposed between the first flange 312 and the second flange 314 . The extension length of the first elastic member 303 is smaller than the extension length of the second elastic member 304. At this time, the other end of the first elastic member 303 abuts on the second extension rod 318 of the second spring seat 311 in the axial direction, Therefore, in the process of driving the first spring seat 310 to compress the first elastic member 303 and the second elastic member 304 through the thrust structure 302 and/or the booster motor 301, the first elastic member 303 and the second elastic member 304 can be guaranteed to be synchronized with each other. Implement compression. In addition, when the extension length of the first elastic member 303 and the extension length of the second elastic member 304 are the same and the two are completely overlapped in the axial direction, that is, the two ends of the first elastic member 303 and the second elastic member 304 are axially respectively In the case of alignment, the other end of the first elastic member 303 can directly abut on the second flange 316 of the second spring seat 311 , and the second extension rod 318 is located on the first elastic member 303 and the second elastic member 304 inside and movably connected with the first extension rod 317 . Therefore, through a reasonable arrangement structure, the first spring seat 310 drives the first elastic member 303 and the second elastic member 304 to move flexibly relative to the second spring seat 311 . However, the present disclosure is not limited to this, and the structures of the first spring seat 310 and the second spring seat 311 can be reasonably designed according to the specific arrangement structure of the first elastic member 303 and the second elastic member 304 . For example, when the extension length of the first elastic member 303 is smaller than the extension length of the second elastic member 304 and the middle portion of the first elastic member 303 and the second elastic member 304 overlap, that is, both ends of the first elastic member 303 When both are located between the two ends of the second elastic member 304, a stepped portion may be formed between the first flange 315 of the first spring seat 310 and the first extension rod 317 for abutting against the first flange 315 of the first spring seat 310 and the first extending rod 317. One end of an elastic member 303 and the other end of the first elastic member 303 can abut on the second extension rod 318 of the second spring seat 311 . In this way, the function of driving the first spring seat 310 through the thrust structure 302 and/or the booster motor 301 and simultaneously compressing the first elastic member 303 and the second elastic member 304 can also be achieved.

Optionally, as shown in FIG. 12 , the thrust structure 302 includes a first thrust rod 3021 hinged to the brake pedal 300 and a first thrust rod 3021 hinged to the first thrust rod 3021 and capable of driving the first spring seat 310 along the The axially moving second thrust rod 3022 is matched with the second end of the rack 3062 . Here, the second thrust rod 3022 may abut against the second end of the rack 3062 , or may also be connected to the second end of the rack 3062 , wherein when the second thrust rod 3022 abuts against the second end of the rack 3062 In the case of the end, the second thrust rod 3022 can be restored to the initial position by the elastic restoring force of the first elastic member 303 and the second elastic member 304 when the braking is stopped. Here, optionally, the first end of the rack 3062 is formed with a first mating flange 316 abutting against the first spring seat 310, and the second end is formed with the second The second mating flange 317 to which the thrust rod 3022 is mated. Therefore, the power transmission between the thrust structure 302 , the first spring seat 310 , the first elastic member 303 and the second elastic member 304 can be stably and reliably achieved by the rack-and-pinion mechanism 306 structured as described above. However, the present disclosure is not limited to this, and the rack 3062 can also cooperate with the first spring seat 310 and the second thrust rod 3022 through other reasonable structures, for example, both ends of the rack 3062 are directly connected to the second thrust The rod 3022 and the first spring seat 310 do not form the first matching flange 316 and the second matching flange 317, which can also realize the thrust structure 302, the first spring seat 310, the first elastic member 303 and the second elastic power transmission between components 304 .

Optionally, the second thrust rod 3022 is formed as a ball stud, and the ball head 3023 of the second thrust rod 3022 is cambered with the second matching flange 317 . Therefore, when the driver depresses the brake pedal 300 to change the displacement, the displacement of the first thrust rod 3021 and the second thrust rod 3022 also changes accordingly, and the ball head 3023 of the second thrust rod 3022 and the The arc surface of a spring seat 310 is matched, so that the second thrust rod 3022 can adapt to the change of the angle, so as to prevent the phenomenon of movement interference. Optionally, the radius of curvature of the ball head 3023 is smaller than the radius of curvature of the arc-shaped mating surface of the second mating flange 317 . Therefore, the ball head 3023 of the second thrust rod 3022 and the arc-shaped fitting surface of the second fitting flange 317 are allowed to move relative to each other within an appropriate range, so that the brake pedal 300, the thrust structure 302, the first elastic member 303 and the The transmission process between the two elastic members 304 is smoother. However, the present disclosure is not limited to this, and other reasonable structures may be adopted for the matching form between the thrust structure 302 and the second matching flange 317, for example, the second thrust rod 3022 and the first spring seat 310 may adopt the matching form of a ball pair , a universal joint connection form, or a form in which the second thrust rod 3022 directly abuts on the flat end face of the second matching flange 317 .

Optionally, as shown in FIG. 13 , the hinge end of the second thrust rod 3022 is provided with a U-shaped hinge seat 3024 threadedly connected to the hinge end, and hinge holes are respectively formed on the two side plates of the hinge seat 3024 3025 , the second thrust rod 3022 penetrates through the bottom plate 3026 of the hinge seat 3024 and is threadedly connected to the bottom plate 3026 through a nut 3027 provided on the bottom plate 3026 to be able to adjust the position in the axial direction. The second thrust rod 3022 is hinged with the first thrust rod 3021 through the hinge hole 3025 on the hinge seat 3024, and the pedal of the brake pedal 300 can be adjusted by screwing the nut 3027 on the bottom plate 3026 with the second thrust rod 3022 Preset force and pedal idle travel. However, the present disclosure is not limited to this, and the pedal preset force and pedal idle stroke of the brake pedal 300 can also be adjusted in other forms. For example, the first thrust rod 3021 or the second thrust rod 3022 can be arranged to be able to The telescopic structure that is telescopic and positioned in the axial direction (for example, can be a structure of a sleeve rod and a sleeve sleeved on the outer peripheral surface of the sleeve rod) can be used to adjust the pedal preset force and pedal idle stroke by telescopic. However, this modified embodiment can be applied to other embodiments. Optionally, a portion of the second thrust rod 3022 close to the ball head 3023 is sleeved with a locking seat 3028 , and a plurality of locking seats extending axially are arranged on the outer peripheral surface of the locking seat 3028 at intervals along the circumferential direction. Protrusions 3029 , a locking groove 3101 is formed at one end of the first spring seat 310 corresponding to the locking seat 3028 , which is matched with the locking protrusion 3029 . Here, the locking seat 3028 can be in clearance fit with the outer peripheral surface of the second thrust rod 3022 , so as to prevent the locking seat 3028 from interfering with the second thrust rod 3022 caused by the position change of the brake pedal 300 and the first thrust rod 3021 . sports. As described above, the second thrust rod 3022 and the first elastic member 303 can be reliably connected by the engagement between the locking protrusion of the locking seat 3028 and the locking groove 3101 of the first spring seat 310 . However, the present disclosure is not limited thereto, and other reasonable structures may be adopted for the cooperation form between the thrust structure 302 and the first elastic member 303 .

Optionally, the rack and pinion mechanism 306 includes a pinion shaft 3061 and a rack 3062 , the pinion shaft 3061 is connected to the output shaft 3011 of the power assist motor 301 and is provided with a power assist gear 3063 meshing with the rack 3062 . , the first end of the rack 3062 is matched with the one end of the overlapping portion of the first elastic member 303 and the second elastic member 304 , and the second end of the rack 3062 is matched with the thrust structure 302 Cooperate. Here, for the connection of the rack 3062 with the thrust structure 302 and the first spring seat 310, the above-mentioned manner of realizing the matching through the structures of the first matching flange 316 and the second matching flange 317 may be adopted. The present disclosure is not particularly limited, as long as the rack 3062 can receive the output force from the booster motor 301 by meshing with the booster gear 3063, or receive the pedal force from the brake pedal through the thrust structure 302, so that the rack 3062 can drive The first elastic member 303 and the second elastic member 304 may be compressed synchronously in the axial direction.

Optionally, the output shaft 3011 of the booster motor 301 is connected to the gear shaft 3061 through a reduction mechanism. Here, the deceleration mechanism may adopt various appropriate structures, for example, a gear pair deceleration mechanism, a worm gear deceleration mechanism, a planetary gear deceleration mechanism, and the like may be adopted. Optionally, the reduction mechanism is a planetary gear reduction mechanism 307. In the planetary gear reduction mechanism 307, the sun gear 3071 is connected to the output shaft 3011 of the booster motor 301, the planet carrier 3072 is connected to the gear shaft 3061, A ring 3073 is secured within the housing 320 of the brake pedal simulator. Among them, the planetary gear reduction mechanism 307 is provided with a planetary gear 3074 meshing with the sun gear 3071 and the ring gear 3073 , and a planetary carrier 3072 is provided in the center of the planetary gear 3074 . As a result, the output torque of the booster motor 301 is decelerated and increased by the planetary gear reduction mechanism 307 and then transmitted to the rack 3062 via the booster gear 3063 . That is, the output torque of the booster motor 301 passes through the sun gear 3071, the planetary gears 3074 and the planetary carrier 3072, and then is transmitted to the gears through the booster gear 3063 on the gear shaft 3061 connected to the planetary carrier 3072 by means of keys, splines, etc. The rack 3062 makes the rack 3062 drive the first elastic member 303 and the second elastic member 304 to expand and contract synchronously during the axial movement. By adopting the planetary gear reduction mechanism 307 , since the planetary gear reduction mechanism 307 itself has the characteristics of light weight and small volume, the brake pedal simulator has a light overall weight and a compact arrangement. In addition, the transmission efficiency of the booster motor 301 can be effectively improved by providing the planetary gear reduction mechanism 307 .

Optionally, the booster motor 301 , the speed reduction mechanism and the rack and pinion mechanism 306 are located on a side of the fitting portion 305 corresponding to the first elastic member 303 and the second elastic member 304 . Therefore, in the state that the brake pedal simulator is assembled to the vehicle body through the assembling part 305 using fasteners 3051 such as bolts, the booster motor 301, the reduction mechanism and the rack and pinion mechanism 306 are reasonably arranged in the limited space of the engine compartment, so as to It achieves the effect of compact structure and small installation space. However, the present disclosure is not limited to this, and the arrangement and positional relationship between the above components can be flexibly changed without conflict, and these changes all fall within the right scope of the present disclosure.

Optionally, as shown in FIG. 12 , a displacement sensor 318 for detecting the displacement of the rack 3062 is provided on the side of the assembling portion 305 close to the rack 3062 of the rack and pinion mechanism 306 . Wherein, the displacement sensor 318 can be fixed on the assembling part 305, and the displacement sensor 318 is provided with a mounting boss protruding toward one side of the first elastic member 303 and the second elastic member 304, and the mounting boss is formed with The mounting hole 3181, the pinion shaft 3061 of the rack-and-pinion mechanism 306 is supported on the mounting hole 3181, thereby enabling reliable positioning. Through the above structure, that is, the displacement sensor 318 detects the displacement change of the rack 3062 of the rack-and-pinion mechanism 306 in real time, so that the rack 3062 of the rack-and-pinion mechanism 306 can receive power from the booster motor 301 and/or the thrust structure The driving force provided by 302 drives the first elastic member 303 and the second elastic member 304 to synchronously compress in the axial direction, so that the brake pedal simulator can accurately simulate the target value of the pedal force and pedal stroke of the brake pedal 300 .

Optionally, the brake pedal simulator further includes a controller 308 for controlling the working state of the booster motor 301 and a sensor 309 for detecting the rotational speed of the booster motor 301 . The sensor 309 may be connected to the output shaft of the power assist motor 301 , for example, may be connected to the output shaft of the power assist motor 301 through the pinion shaft 3061 of the rack and pinion mechanism 306 . Specifically, the sensor 309 may be disposed at the end of the gear shaft 3061 opposite to the output shaft 3011 , and the sensor 309 may be integrated on the controller 308 and electrically connected to the controller 308 . The booster motor 301 and the planetary gear reduction mechanism 307 may be located on one side of the rack and pinion mechanism 306, and the sensor 309 and the controller 308 may be located on the other side of the rack and pinion mechanism 306, so that the brake pedal simulates The structural arrangement of the device is more reasonable. Through the above structure, when the driver depresses the brake pedal 300, the thrust structure 302 drives the first elastic member 303 and the second elastic member 304 to compress in the axial direction at the same time, and the thrust structure 302 is affected by the first elastic member 303 and the second elastic member 304. The two elastic members 304 cooperate to provide a reverse force, and when the brake pedal force of the reverse force acting on the brake pedal 300 reaches a preset value, the controller 308 controls the start-up booster motor 301 to make its output rotate. The torque is transmitted to the first elastic member 303 and the second elastic member 304 through the planetary gear reduction mechanism 307 and the rack-and-pinion mechanism 306 to provide power for the brake pedal 300 and the thrust structure 302 , here, through the rack-and-pinion mechanism 306 synchronously The first elastic member 303 and the second elastic member 304 are driven to be compressed in the axial direction, so that the brake pedal 300 and the thrust structure 302 undergo further displacement changes. 304 cooperates together to provide a part of the reverse force, so that the reverse force received by the thrust structure 302 can be reduced, so that the brake pedal 300 can obtain a suitable brake pedal force, so that the pedal force of the brake pedal 300 can be simulated and the target value of pedal stroke. Wherein, the sensor 309 is used to detect the rotational speed of the booster motor 301 in real time and can be fed back to the controller 308 in real time to monitor the pedal stroke of the brake pedal 300 in real time. The displacement sensors 318 of the displacement change of 302 cooperate with each other, so that the target value of the pedal force and pedal stroke of the brake pedal 300 can be simulated more accurately, thereby further improving the working reliability of the brake pedal simulator. In addition, here, the displacement sensor 318 can be electrically connected to the controller 308, or can also be electrically connected to other control units, such as a brake control unit in an automobile braking system, so that the displacement sensor 318 and the sensor 309 can simultaneously detect the rack 3062 and the rotation speed of the booster motor 301, thereby minimizing the deviation of the simulated pedal force of the brake pedal 300 from the target value of the pedal stroke.

Optionally, as shown in FIG. 14 and FIG. 15 , the brake pedal simulator includes a housing 320 , and the housing 320 includes the assembling portion 305 for accommodating the first elastic member 303 , the gear The rack mechanism 306 and the first housing portion 3201 of the second elastic member 304, the second housing portion 3202 for accommodating the booster motor 301, the speed reduction mechanism, etc., and the controller 308 and the sensor 309 The end of the second elastic member 304 abuts against the inner end wall of the first housing portion 3201 , and the thrust structure 302 is exposed on the first housing portion 3201 and the assembling portion 305 . The assembling part 305 , the first housing part 3201 , the second housing part 3202 and the third housing part 3203 communicate with each other. The first housing part 3201, the second housing part 3202 and the third housing part 3203 may be assembled into one body by fasteners such as bolts, and the second housing part 3202 and the third housing part 3203 may be located in the first housing Opposite side of body 3201. In addition, the mounting portion 305 may be mounted on the first housing portion 3201 , or may be integrally formed with the first housing portion 3201 . The assembling part 305 can be assembled to the vehicle body through fasteners 3051 such as bolts, at this time, the brake pedal 300 is exposed in the cab, and the thrust structure 302 can be selectively partially exposed in the cab according to the actual situation, so as to facilitate the operation. In addition, a dust cover 3204 for covering a part of the outer peripheral surface of the second thrust rod 3022 may be provided on the fitting part 305 for sealing and dust prevention. With the structure as described above, the brake pedal simulator has the effect of being compact in arrangement and realizing a modular design. However, the present disclosure is not limited thereto, and the structure of the housing 320 may be reasonably designed according to the arrangement structure of the brake pedal simulator.

The above content introduces the structure of the brake pedal simulator in the third embodiment in conjunction with FIG. 12 to FIG. 15 , and the features of this embodiment and the first embodiment can be replaced and combined with each other if there is no contradiction. I won't go into too much detail on this.

The above two specific embodiments both adopt the arrangement of the first elastic member and the second elastic member in series, and the following two specific embodiments adopt the parallel arrangement of the first elastic member and the second elastic member.

First, according to the second embodiment and the fourth embodiment, the following brake pedal simulator is disclosed. The brake pedal simulator includes a brake pedal, a thrust structure and a plurality of elastic pieces, some of the elastic pieces of the plurality of elastic pieces provide a pedal preset force for the brake pedal, and the thrust structure is hinged to the brake pedal. The brake pedal simulator has a first working state and a In the second working state, in the first working state, the part of the elastic member is compressed, and in the second working state, the part of the elastic member and the rest of the elastic member are compressed synchronously.

Here, for a part of the elastic parts of the plurality of elastic parts to provide a pedal preset force for the brake pedal, the part of the elastic parts of the plurality of elastic parts can be used in an initial state (that is, the brake pedal is not depressed) state) is matched with the thrust structure, and the remaining elastic elements in the plurality of elastic elements are not matched with the thrust structure and/or the partial elastic elements in the initial state. After the brake pedal is stepped on, the thrust structure first drives the part of the elastic member to expand and contract in the axial direction. After the brake pedal moves to the preset pedal stroke, the thrust structure directly cooperates with the remaining elastic members in turn (for example, by contacting Equal matching mode), or the thrust structure realizes the function of driving the remaining elastic members to expand and contract in the axial direction through the cooperation of the part of the elastic members with the remaining elastic members. In addition, the above-mentioned sequential driving refers to a driving method in which some elastic members are driven to expand and contract in the axial direction first, and then the remaining elastic members are driven to expand and contract in the axial direction. The elastic member can expand and contract in the axial direction together with the remaining elastic members. More specifically, when there are multiple elastic members in the plurality of elastic members, and the remaining elastic members in the multiple elastic members are also multiple, the partial elastic members are used as the In the first elastic module group, the remaining elastic members are used as the second elastic module group. In this case, the first elastic module group and the second elastic module group are driven in sequence with the reference point of the first elastic module group and the second elastic module group as the reference point, that is, the first elastic module is driven first. The group expands and contracts along the axial direction, and then drives the second elastic module group to expand and contract along the axial direction. Disclosure is not limited. For example, each elastic member in the first elastic module group can be expanded and contracted in the axial direction at the same time, and each elastic member in the second elastic module group can also be expanded and contracted in the axial direction at the same time, or the Each elastic member can also be expanded and contracted in the axial direction in sequence.

As described above, some of the elastic members of the plurality of elastic members provide the basic pedal reaction force for the brake pedal, and when the brake pedal is depressed, the part of the elastic members and the remaining elastic members of the plurality of elastic members are driven along the shaft in turn. It can provide a reliable braking feel of the brake pedal, thereby simulating accurate brake pedal force. In addition, when the remaining elastic members of the plurality of elastic members fail, the partial elastic members of the plurality of elastic members can always provide the basic pedal reaction force for the thrust structure and can also provide the braking feeling of the brake pedal. , so that the braking can continue to be implemented to ensure that the braking system always maintains normal operation and maintains the braking function. The above-mentioned brake pedal simulator has the effects of good operation stability, quick response of the brake pedal, and the like.

Optionally, the brake pedal simulator includes a power assist device for driving the elastic member to further expand and contract so as to provide power for the driving of the elastic member by the thrust structure. Wherein, the power assisting device may adopt various structures, for example, it may be a single structure of a simple telescopic mechanism such as an electric cylinder, an air cylinder, a hydraulic cylinder, etc., a simple telescopic mechanism such as a jack, or may be a gear pair, a rack-and-pinion pair, a turbine, etc. No matter which structure is adopted, it is not limited to the structure mentioned above, as long as it can be realized as a thrust structure for elastic parts. It is enough to drive the function to provide assistance.

Optionally, the elastic member includes a first elastic member and a second elastic member arranged in the axial direction, the first elastic member provides the pedal preset force for the brake pedal, and the booster device is connected to the brake pedal. The first elastic member and/or the second elastic member are matched. Wherein, the number of elastic members is not limited to two elastic members, and can also be reasonably selected according to the actual situation. Here, a parallel connection of two elastic members is adopted, and the two elastic members can be sequentially compressed in the axial direction under the driving of the thrust structure and/or the booster device, that is, when the first elastic member is initially driven, the first elastic member realizes the axial compression first. After the second elastic member is driven to compress in the axial direction, the first elastic member is also compressed together with the second elastic member during the compression process of the second elastic member. Specifically, under the driving of the thrust structure and/or the booster device, an arrangement can be made in which the first elastic member and the second elastic member are in contact with each other during the compression process and are further compressed at the same time. Although only the process of compressing the first elastic member and the second elastic member is specifically described in the above description, when the first elastic member and the second elastic member are compressed, they are subject to the opposite driving force to the currently provided driving force. There will also be a working process of moving from the current compression position to the direction in which the elastic member is stretched by the driving force (that is, the resistance provided by the thrust structure to the driving of the elastic member), and various reasonable arrangements can be adopted for the two elastic members. structure, the two elastic members can be arranged at intervals along the axial direction, or the two elastic members can be partially overlapped along the axial direction. This disclosure is not particularly limited, and can be arranged according to actual needs, such as space layout requirements, etc. To specifically design the arrangement structure of the elastic parts. In the above description, although the arrangement structure of the two elastic members is described, the above parallel manner can also be applied to one or more than two elastic members. For example, the elastic member includes a plurality of first elastic members arranged at intervals in the circumferential direction and side by side, and a plurality of second elastic members arranged at a circumferential interval and side by side. The above-mentioned parallel connection method can also be applied to the elastic element of this structure.

Optionally, the booster device includes a booster motor, a drive-fit mechanism that cooperates with the booster motor and the first elastic member and/or the second elastic member, so that the thrust structure can be formed by the drive-fit mechanism. drive to provide assistance. Here, a variety of reasonable arrangements can be adopted for the transmission and cooperation mechanism, as long as the function of transmitting the output torque of the booster motor to the first elastic member and/or the second elastic member can provide assistance for the thrust structure. . For example, optionally, the transmission matching mechanism includes a screw mechanism or a rack-and-pinion mechanism, and the output shaft of the power assist motor can cooperate with the second elastic member through the screw mechanism or the rack-and-pinion mechanism, so as to The driving force of the thrust structure can be provided, in the first working state, the first elastic member is compressed by the thrust mechanism, and in the second working state, the thrust mechanism and The cooperation of the booster motor causes the first elastic member and the second elastic member to be compressed synchronously. However, the present disclosure is not limited to the above-mentioned structure. In addition to the above-mentioned structure, the transmission cooperation mechanism may also be a gear pair transmission mechanism, a worm gear transmission mechanism, a belt transmission mechanism, a chain transmission mechanism, and other structures, or may be the above-mentioned structures. The structure of the appropriate combination between the various structures involved.

The brake pedal simulator of the second embodiment of the present disclosure will be described in detail below with reference to FIGS. 6 to 11 .

As shown in FIG. 6 , according to the second embodiment of the present disclosure, there is provided a brake pedal simulator including a brake pedal 200 , a booster motor 201 , a fitting portion 205 for fitting to a vehicle body, A first elastic member 203 and a second elastic member 204 , which are arranged on one side of the assembling portion 205 in the axial direction and partially overlap each other along the axial direction, are hinged to the brake pedal 200 and are connected to the first elastic member 200 . The first elastic member 203 and the second elastic member 204 are matched with the thrust structure 202 to be able to sequentially drive the first elastic member 203 and the second elastic member 204 to expand and contract along the axial direction, and the first elastic member 203 provides the brake pedal 200 with a pedal preset. The output shaft 2011 of the booster motor 201 cooperates with the first elastic member 203 through the screw mechanism 206, so as to be able to provide boost to the thrust structure 202, wherein the brake pedal simulator has a first working state and a second working state, in the first working state, the first elastic member 203 is compressed by the thrust mechanism 202, and in the second working state, the thrust mechanism 202 and all the The cooperation of the booster motor 201 causes the first elastic member 203 and the second elastic member 204 to be compressed synchronously.

Here, the first elastic member 203 and the second elastic member 204 are used as simulation elements for the pedal force and pedal stroke of the brake pedal 200. In the initial state (that is, when the brake pedal 200 is not depressed), the first elastic The second elastic member 204 is in a state of being separated from the first elastic member 203 and no power transmission occurs between the first elastic member 203 and the thrust structure 202 . In addition, in the first working state, the first elastic member 203 is compressed by the thrust mechanism 202, while the second elastic member 204 is still in a state of being separated from the first elastic member 203 and separated from the first elastic member as in the first initial state. No power transfer takes place between 203 and thrust structure 202 . In the second working state, the first elastic member 203 and the second elastic member 204 cooperate and are in a compressed state.

It should be noted that, according to the different designs of the stiffness of the first elastic member 203 and the second elastic member 204, there may also be a transition state between the first working state and the second working state. For example, when the stiffness of the first elastic member 203 is relatively small, there is a first transition state between the first working state and the second working state, that is, only the thrust structure 202 compresses the first elastic member 203 due to the first transition state. The elastic member 203 cooperates with the second elastic member 204 to compress the second elastic member 204 at the same time, that is, the thrust structure 202 compresses the first elastic member 203 and the second elastic member 204 together. At this time, the booster motor 201 also have not started. However, when the rigidity of the first elastic member 203 is relatively large, a second transition state exists between the first working state and the second working state, that is, in the first working state, the first elastic member 203 is compressed by the thrust structure 202 . During the process of continuing to compress the first elastic member 203, the booster motor 201 is activated, so that the cooperation of the thrust structure 202 and the booster motor 201 further compresses the first elastic member 203, and in the second transition state, the first elastic member 203 It has not yet cooperated with the second elastic member 204 .

Here, the operation process of the brake pedal simulator transitioning from the first operating state to the second operating state via the first transition state will be described. Specifically, as described above, when the driver depresses the brake pedal 200 , the thrust structure 202 drives the first elastic member 203 to compress in the axial direction. In the first working state, the thrust structure 202 is provided by the first elastic member 203 . The reverse force of this working process is in the first working state. When the first elastic member 203 cooperates with the second elastic member 204 during the compression process, so that the thrust structure 202 jointly drives the first elastic member 203 and the second elastic member 204 to compress, at this time, the thrust structure 202 is subject to the first elasticity The reverse force provided by the cooperation of the member 203 and the second elastic member 204 is in the first transition state. When the brake pedal force acting on the brake pedal 200 by the reverse force reaches the preset value, the booster motor 201 is activated so that its output torque is transmitted to the second elastic member 204 and the first elastic member through the screw mechanism 206 203 to provide power for the brake pedal 200 and the thrust structure 202, and the screw mechanism 206 can simultaneously compress the first elastic member 203 in the process of further compressing the second elastic member 204, so that the brake pedal 200 and the thrust structure 202 are further displaced At this time, since the screw mechanism 206 bears a part of the reverse force provided by the first elastic member 203 and the second elastic member 204, the reverse force received by the thrust structure 202 can be reduced, so that the brake pedal 200 can obtain Appropriate brake pedal force, so that the target value of the pedal force and pedal stroke of the brake pedal 200 can be simulated.

In addition, the operation process of the brake pedal simulator transitioning from the first operation state to the second state via the second transition state will be described below. When the driver depresses the brake pedal 200, the thrust structure 202 drives the first elastic member 203 to compress in the axial direction, and the thrust structure 202 receives the reverse force provided by the first elastic member 203, and the working process is in the first working state. In the process of further compressing the first elastic member 203 , when the brake pedal force of the reverse force acting on the brake pedal 200 reaches a preset value, the booster motor 201 is activated so that its output torque can pass through the screw mechanism 206 The first elastic member 203 is transmitted to the first elastic member 203 to provide power for the thrust structure 202 to further compress the first elastic member 203. At this time, the first elastic member 203 has not yet cooperated with the second elastic member 204, and the thrust structure 202 is still subject to the first elasticity. The reverse force provided by the piece 203, this working process is in the second transition state. After the screw mechanism 206 further compresses the first elastic member 203 so that the first elastic member 203 cooperates with the second elastic member 204, the second elastic member 204 can be compressed at the same time, so that the brake pedal 200 and the thrust structure 202 are further changed in displacement, and this Since the screw mechanism 206 bears a part of the reverse force provided by the first elastic member 203 and the second elastic member 204, the reverse force received by the thrust structure 202 can be reduced, so that the brake pedal 200 can obtain a suitable brake pedal force , so that the target values of the pedal force and pedal stroke of the brake pedal 200 can be simulated.

In the above two cases, when components such as the booster motor 201, the screw mechanism 206 and/or the second elastic member 204 fail to work normally, the first elastic member 203 provides the basic pedal force for the brake pedal 200 and also The braking feeling of the brake pedal 200 can be realized, so that the braking can be continued and the braking function can be maintained. In addition, when the driver releases the brake pedal 200, the power assist motor 201 loses power, so that the first elastic member 203 and the second elastic member 204 are automatically returned by their own elastic restoring force.

The characteristics of the simulated brake pedal 200 are realized through the above-mentioned brake control method, and the existing hydraulic brake components are replaced by the cooperation of the booster motor 201 and the screw mechanism 206, so that the brake pedal simulator is not only simple in structure but also It will not be affected by various factors such as the existing hydraulic pressure, so it has the effects of good operation stability and quick response of the brake pedal. In addition, although the screw mechanism 206 is used for the transmission and cooperation mechanism in this embodiment, the present disclosure is not limited to this, and the transmission and cooperation mechanism may adopt other reasonable arrangement structures. In addition, by arranging the first elastic member 203 and the second elastic member 204 to partially overlap each other, the overall size of the brake pedal simulator can be reduced in the axial direction, so that the overall structure of the brake pedal simulator can be miniaturized, saving energy Arrange space.

It should be noted here that, in the following fourth embodiment, which adopts the same parallel arrangement of the first elastic member and the second elastic member as this embodiment, the brake pedal simulator in the corresponding working state of the brake pedal Stiffness can vary. That is, in the first working state, for example, the stiffness of the brake pedal is determined by the stiffness of the first elastic member, and in the second working state, the stiffness of the brake pedal is determined by the stiffness of the first elastic member and the second elastic member Therefore, the stiffness of the brake pedal in the first working state is different from the stiffness of the brake pedal in the second working state, and it can be understood that the stiffness of the brake pedal in the first working state is the first elastic member The stiffness of the brake pedal in the second working state is the sum of the stiffnesses of the first elastic member and the second elastic member. In addition, the specific technical features of the above-mentioned first transition state and the second transition state are applicable to the following fourth embodiment.

Optionally, the screw mechanism 206 cooperates with the second elastic member 204 through the first elastic member 203 , so that the second elastic member 204 is compressed during the compression of the first elastic member 203 . compression. Here, the screw mechanism 206 can be arranged to cooperate with the second elastic member 204 by connecting with the first elastic member 203, so that when the booster motor 201 is started, the output torque is transmitted to the screw mechanism 206, and the screw mechanism 206 and The thrust structure 202 jointly drives the first elastic member 203 to compress. During the process of the first elastic member 203 being compressed, the second elastic member 204 is made to follow the first elastic member 203 through the cooperation of the first elastic member 203 and the second elastic member 204 . compressed together. However, the present disclosure is not limited to this, the screw mechanism 206 can also be arranged to directly drive the second elastic member 204 to compress, and the second elastic member 204 can further drive the first elastic member 203 by cooperating with the first elastic member 203 compression.

Optionally, the first elastic member 203 and the second elastic member 204 are coil springs. As a result, it is possible to rapidly and responsively respond to the driving force exerted by the thrust structure 202 and/or the booster motor 201 to expand and contract. However, this does not limit the scope of the present disclosure. Under the circumstance that the cooperation of the brake pedal 200 , the thrust structure 202 , the booster motor 201 and the screw mechanism 206 can be ensured to drive the first elastic member 203 and/or the second elastic member 204 to expand and contract , the first elastic member 203 and the second elastic member 204 may adopt various reasonable structures.

Optionally, the size of the first elastic member 203 is smaller than the size of the second elastic member 204, a part of the first elastic member 203 is located inside the second elastic member 204, and one end of the first elastic member 203 protrudes from the axial direction. the second elastic member 204 . Wherein, the end of the first elastic member 203 protruding from the second elastic member 204 is compressed in the direction close to the second elastic member 204 in the axial direction through the driving of the thrust structure 202 and/or the booster motor 201. During this process When the one end of the first elastic member 203 cooperates with the second elastic member 204, the second elastic member 204 can be further driven to compress in the axial direction. However, the present disclosure is not limited to this, and the positions of the first elastic member 203 and the second elastic member 204 may be arranged according to actual needs. For example, the size of the first elastic member 203 may be larger than the size of the second elastic member 204. , the second elastic member 204 may be arranged inside a part of the first elastic member 203 .

Optionally, as shown in FIG. 6 and FIG. 11 , the one end of the first elastic member 203 cooperates with the thrust structure 202 through the first spring seat 210 , and the screw mechanism 206 and the thrust structure 202 pass through The first spring seat 210 can cooperate with the second elastic member 204 to compress the second elastic member 204 when the first elastic member 203 is compressed. Here, optionally, one end of the second elastic member 204 corresponding to the first spring seat 210 is provided with a contact spring seat 219, and the other end is provided with a second spring seat 211, the first elastic The other end of the member 203 is supported on the second spring seat 211, and the one end of the first spring seat 210 can move in the axial direction relative to the second spring seat 211 to be able to abut with the The spring seat 219 abuts, the first flange 215 is separated from the abutting spring seat 219 in the first working state, and the first flange 215 abuts the abutting spring seat 219 in the second working state The contact spring seat 219 abuts. The distance in the axial direction between the abutting spring seat 219 and the first spring seat 210 in the initial state is the stroke of the first elastic member 203 being compressed alone. When the first spring seat 210 is in contact with the abutting spring seat 219, The second elastic member 204 is axially compressed in synchronization with the first elastic member 203 . As described above, through the cooperation between the first spring seat 210 and the contact spring seat 219 , the second elastic member 204 can be stably driven to compress in the axial direction. Here, the contact spring seat 219 may be integrally formed with the second elastic member 204 or may be connected integrally by a fastener. However, the present disclosure is not limited thereto, and one end of the second elastic member 204 corresponding to the first spring seat 210 may be implemented by directly abutting the first spring seat 210 .

Optionally, the first spring seat 210 includes a first flange 215 and a first extension rod 217 extending from the first flange 215 in the axial direction, and the booster screw 2061 of the screw mechanism 206 abuts against the first extension rod 217 . The first flange 215 and the second spring seat 211 include a second flange 216 and a second extension rod 218 extending from the second flange 216 in the axial direction. The axial direction passes through the contact spring seat 219 and is movably sleeved in the second extension rod 218 , and the first elastic member 203 abuts against the first flange 215 and the second extension rod 218 . Extension rod 218 . The extension length of the first elastic member 203 is smaller than the extension length of the second elastic member 204 . In this case, the other end of the first elastic member 203 abuts against the second extension rod 218 of the second spring seat 211 in the axial direction. Therefore, in the process of driving the first spring seat 210 to compress the first elastic member 203 through the thrust structure 202 and/or the booster motor 201, when the first spring seat 210 contacts the abutting spring seat 219, the first elastic During the further compression of the member 203, the second elastic member 204 is driven to be compressed synchronously. However, the present disclosure is not limited thereto, and the structures of the first spring seat 210 and the second spring seat 211 can be reasonably designed according to the specific arrangement structure of the first elastic member 203 and the second elastic member 204 .

Optionally, one end of the first spring seat 210 corresponding to the thrust structure 202 is provided with a plurality of connecting rods 212 protruding along the axial direction and arranged at intervals along the circumferential direction. The thrust structure 202 is matched, and the screw mechanism 206 is located between the first spring seat 210 and the thrust structure 202 . Wherein, the plurality of connecting rods 212 can be connected to the first spring seat 210 by using fasteners such as bolts, or can be integrated with the first spring seat 210, and the connecting rods 212 and the thrust structure 202 of the first spring seat 210 can adopt The threaded connection is integrally assembled. In the case of the threaded connection, the pedal preset force and pedal idle stroke of the brake pedal 200 can be adjusted by adjusting the position of the threaded connection portion of the connecting rod 112 . Therefore, the arrangement structure between the booster motor 201 , the screw mechanism 206 , and the first elastic member 203 and the second elastic member 204 is compact, and it is convenient to realize a modular design.

Optionally, as shown in FIGS. 7 and 8 , the thrust structure 202 includes a first thrust rod 2021 hinged to the brake pedal 200 and hinged to the first thrust rod 2021 through a hinge seat 2024 and capable of driving all the The second thrust rod 2022 of the first spring seat 210 moves along the axial direction, the hinge seat 2024 is formed as a U-shaped seat, and hinge holes 2025 are respectively formed on the two side plates of the hinge seat 2024. The thrust rod 2022 penetrates through the bottom plate 2026 of the hinge seat 2024 and is threadedly connected to the bottom plate 2026 through a nut 2027 provided on the bottom plate 2026 so that the position can be adjusted in the axial direction. Wherein, similar to the first embodiment, the second thrust rod 2022 is hinged with the first thrust rod 2021 through the hinge hole 2025 on the hinge seat 2024, and in addition, the second thrust rod 2022 is threaded through the nut 2027 on the bottom plate 2026. The pedal preset force, pedal idle travel, and pedal initial travel of the brake pedal 200 can be adjusted. However, the present disclosure is not limited to this, and the pedal preset force, pedal idle stroke and pedal initial stroke of the brake pedal 200 may also be adjusted in other forms. For example, the first thrust rod 2021 or the second thrust rod 2022 can be arranged into a telescopic structure that can be telescopic and positioned in the axial direction (for example, it can be a sleeve rod that is threaded with each other and a sleeve sleeved on the outer peripheral surface of the sleeve rod. structure) to adjust the pedal preset force and pedal idle travel in a telescopic manner. For another example, as mentioned above, the adjustment of the pedal preset force, the pedal idle stroke, and the pedal initial stroke is achieved by using the threaded engagement form of the connecting rod of the thrust structure 202 and the spring seat 210 .

Optionally, the second thrust rod 2022 is formed as a ball stud, and the thrust structure 202 further includes a butt joint 2028 connected with the ball head 2023 of the second thrust rod 2022, and a butt joint 2028 connected with the first The spring seat 210 is connected to a push plate 2029 that is matched with the butt joint 2028 , and the screw mechanism 206 is arranged at a position between the push plate 2029 and the first elastic member 203 . Optionally, a through hole is formed on the push plate 2029 for the butt joint 2028 to pass through, and a side of the push plate 2029 close to the butt joint 2028 is formed on the butt joint 2028 U-shaped platen 20281. The above-mentioned structures and functions and effects are basically the same as those in the above-mentioned first embodiment, and detailed descriptions thereof are omitted here in order to avoid repetition.

Optionally, the output shaft 2011 of the booster motor 201 is connected to the screw mechanism 206 through a transmission mechanism. Here, the transmission mechanism can adopt various reasonable structures, so as to be able to transmit the output torque of the booster motor 201 to the screw mechanism 206 with an appropriate transmission ratio, so that the screw mechanism 206 can reliably drive the first elastic member 203 and the first elastic member 203. The two elastic members 204 compress, thereby quickly and accurately simulating the pedal force and pedal stroke of the brake pedal 200 .

Optionally, as shown in FIG. 6 , FIG. 8 and FIG. 9 , the transmission mechanism includes a deceleration mechanism connected with the output shaft 2011 of the booster motor 201 , and a transmission gear 213 connected with the output end of the deceleration mechanism. The screw mechanism 206 includes a booster screw 2061 cooperating with the first elastic member 203 and a booster gear 2062 mounted on the outer peripheral surface of the booster screw 2061 and formed with an inner thread that matches the booster screw 2061. The transmission gear 213 meshes with the booster gear 2062 through the idler gear 214 . Here, unlike the first embodiment, the assisting screw 2061 of the screw mechanism 206 cooperates with the first elastic member 203, and then compresses the second elastic member 204 in the process of driving the first elastic member 203 to be axially compressed. In addition, the technical features and technical effects of the above-mentioned transmission mechanism and screw mechanism 206 are the same as those of the corresponding transmission mechanism and screw mechanisms 106 and 106 in the first embodiment, and their descriptions are omitted here. .

Optionally, the deceleration mechanism is a planetary gear deceleration mechanism 207. In the planetary gear deceleration mechanism 207, the sun gear 2071 is connected to the output shaft 2011 of the booster motor 201, and the planet carrier 2072 serves as the output end of the deceleration mechanism. Connected with the axle of the transmission gear 213, the ring gear 2073 is fixed in the housing 220 of the brake pedal simulator. Here, the planetary gear reduction mechanism 207 is provided with a planetary gear 2074 meshing with the sun gear 2071 and the ring gear 2073 , and a planetary carrier 2072 is provided at the center of the planetary gear 2074 . Thus, the output torque of the booster motor 201 is decelerated and increased by the planetary gear reduction mechanism 207 and then transmitted to the booster screw 2061 via the transmission gear 213 , the idler gear 214 , and the booster gear 2062 . That is, the output torque of the booster motor 201 is transmitted to the booster screw 2061 via the transmission gear 213 , the idler gear 214 and the booster gear 2062 after passing through the sun gear 2071 , the planetary gear 2074 and the planet carrier 2072 , so that the booster screw 2061 moves in the axial direction during the process. In the middle, the first elastic member 203 and/or the second elastic member 204 are driven to compress. By adopting the planetary gear reduction mechanism 207 , since the planetary gear reduction mechanism 207 itself has the characteristics of light weight and small volume, the brake pedal simulator has a light overall weight and a compact arrangement. In addition, the transmission efficiency of the booster motor 201 can be effectively improved by arranging the planetary gear reduction mechanism 207 .

Optionally, the brake pedal simulator further includes a controller 208 for controlling the working state of the booster motor 201 and a sensor 209 for detecting the rotational speed of the booster motor 201 . Here, specifically, when the driver depresses the brake pedal 200, the thrust structure 202 drives the first elastic member 203 to compress in the axial direction, and during this process, the thrust structure 202 can also pass through the first spring seat 210 and the second spring seat 210. The cooperation of the elastic member 204 drives the second elastic member 204 to compress in the axial direction, and the thrust structure 202 is subjected to the reverse force provided by the first elastic member 203 and the reverse force provided by the first elastic member 203 and the second elastic member 204 in turn. During this working process, the controller 208 can control to start the booster motor 201 according to the brake pedal force acting on the brake pedal 200 by this reverse force to reach a preset value. When the controller 208 starts the booster motor 201 So that its output torque is sequentially transmitted to the first elastic member 203 through the planetary gear reduction mechanism 207 and the screw mechanism 206, or to the first elastic member 203 and the second elastic member 204, so as to provide the brake pedal 200 and the thrust structure 202. The boosting force is provided, so that the displacement of the brake pedal 200 and the thrust structure 202 is further changed, and at this time, since the screw mechanism 206 bears a part of the reverse force provided by the first elastic member 203 and the second elastic member 204, the thrust force can be reduced The reverse force received by the structure 202 enables the brake pedal 200 to obtain a suitable brake pedal force, so that the target value of the pedal force and pedal stroke of the brake pedal 200 can be simulated. The sensor 209 is used for real-time detection of the rotational speed of the booster motor 201 and can be fed back to the controller 208 in real time to monitor the pedal stroke of the brake pedal 200 in real time, thereby improving the working reliability of the brake pedal simulator. In addition, the starting timing of the booster motor 201 is affected by the brake pedal force of the brake pedal 200, the first elastic member 203 and the second elastic member 204. For example, when the stiffness of the first elastic member 203 is small, it may be In a state where the elastic member 203 and the second elastic member 204 cooperate and are compressed (ie, the first transition state), the booster motor 201 will be activated; or when the rigidity of the first elastic member 203 is relatively large, the first elastic member may When 203 does not cooperate with the second elastic member 204 (ie, the second transition state), the booster motor 201 will be activated. However, the present disclosure is not particularly limited to this, and the manner in which the controller 208 controls the power assist motor 201 can be specifically designed according to the actual situation.

Optionally, as shown in FIG. 10 and FIG. 11 , the brake pedal simulator includes a housing 220 , and the housing 220 includes the assembling portion 205 , for accommodating the screw mechanism 206 , the transmission gear 213 and the idler The first housing portion 2201 of the wheel 214 , the second housing portion 2202 for accommodating the booster motor 201 , and the third housing portion for accommodating the first elastic member 203 and the second elastic member 204 2203 , the end portion of the second elastic member 204 abuts against the inner end wall of the third housing portion 2203 . Wherein, a dust cover 2204 for covering part of the outer peripheral surface of the second thrust rod 2022 may be provided on the assembly part 205 to play a role of sealing and dust prevention. The casing 220 structured as described above has substantially the same structure as the casing 120 in the first embodiment, and a detailed description thereof is omitted here in order to avoid repetition. With the structure as described above, the brake pedal simulator has the effect of being compact in arrangement and realizing a modular design. However, the present disclosure is not limited to this, and the structure of the housing 220 can be reasonably designed according to the actual specific structure of the pedal simulator.

As described above, the second embodiment of the present disclosure has been described in detail with reference to FIGS. 6 to 11 , and the brake pedal simulator of the fourth embodiment of the present disclosure will be described in detail below with reference to FIGS. 16 to 19 .

According to a fourth embodiment of the present disclosure, there is provided a brake pedal simulator including a brake pedal 400 , a booster motor 401 , a fitting portion 405 for fitting to a vehicle body, arranged in an axial direction at The first elastic member 403 and the second elastic member 404, which are on one side of the assembling portion 405 and partially overlap each other along the axial direction, are hinged to the brake pedal 400 and cooperate with the first elastic member 403 to be able to sequentially The thrust structure 402 that drives the first elastic member 403 and the second elastic member 404 to expand and contract along the axial direction, the first elastic member 403 provides a pedal preset force for the brake pedal 400, and the booster The output shaft 4011 of the motor 401 cooperates with the first elastic member 403 through the rack-and-pinion mechanism 406 to be able to provide assistance to the thrust structure 402, wherein the brake pedal simulator has a first working state and a second working state Working state, in the first working state, the first elastic member 403 is compressed by the thrust mechanism 402, and in the second working state, the thrust structure 402 and the booster motor 401 are used The cooperation of the first elastic member 403 and the second elastic member 404 are synchronously compressed.

Here, the first elastic member 403 and the second elastic member 404 are used as simulation elements for the pedal force and pedal stroke of the brake pedal 400. In the initial state (ie, when the brake pedal 400 is not depressed), the first elastic member The second elastic member 404 is in a state of being separated from the first elastic member 403 and no power transmission occurs between the first elastic member 403 and the thrust structure 402 . In addition, in the first working state, the first elastic member 403 is compressed by the thrust mechanism 402 , and the second elastic member 404 is in a state of being separated from the first elastic member 403 and between the first elastic member 403 and the thrust structure 402 No power transfer takes place. In the second working state, the first elastic member 403 and the second elastic member 404 cooperate and are in a compressed state.

It should be noted here that both the first transition state and the second transition state mentioned above are applicable to this embodiment, and the descriptions thereof are omitted here in order to avoid repetition.

Here, the operation process of the brake pedal simulator transitioning from the first operating state to the second operating state via the first transition state will be described. Specifically, as described above, when the driver depresses the brake pedal 400, the thrust structure 402 drives the first elastic member 403 to compress in the axial direction, and the thrust structure 402 is subjected to the reverse force provided by the first elastic member 403, and this works The process is in the first working state. When the first elastic member 403 cooperates with the second elastic member 404 during the compression process, so that the thrust structure 402 jointly drives the first elastic member 403 and the second elastic member 404 to compress, at this time, the thrust structure 402 is subjected to the first elasticity The counteracting force provided by the cooperation of the member 403 and the second elastic member 404 is in the first transition state. When the brake pedal force acting on the brake pedal 400 by such a reverse force reaches a preset value, the booster motor 401 is activated so that its output torque is transmitted to the second elastic member 404 and the first elastic member 404 through the rack and pinion mechanism 406 . The elastic member 403 provides power for the brake pedal 400 and the thrust structure 402, and the rack and pinion mechanism 406 synchronously drives the first elastic member 403 and the second elastic member 404 to compress, so that the brake pedal 400 and the thrust structure 402 further Displacement changes occur, and at this time, since the rack and pinion mechanism 406 bears a part of the reverse force provided by the first elastic member 403 and the second elastic member 404, the reverse force received by the thrust structure 402 can be reduced, so that the control The brake pedal 400 is used to obtain a suitable brake pedal force, so that the target value of the pedal force and pedal stroke of the brake pedal 400 can be simulated.

In addition, the operation process of the brake pedal simulator transitioning from the first operation state to the second state via the second transition state will be described below. When the driver depresses the brake pedal 400, the thrust structure 402 drives the first elastic member 403 to compress in the axial direction, and the thrust structure 402 receives the reverse force provided by the first elastic member 403, and the working process is in the first working state. In the process of further compressing the first elastic member 403, when the brake pedal force acting on the brake pedal 400 by the reverse force reaches a preset value, the booster motor 401 is activated so that its output torque can pass through the rack and pinion. The mechanism 406 is transmitted to the first elastic member 403 to provide power for the thrust structure 402 to further compress the first elastic member 403, and at this time, the first elastic member 403 has not yet cooperated with the second elastic member 404, and the thrust structure 402 is still subject to the first elastic member 404. A reverse force provided by an elastic member 403, this working process is in the second transition state. After the rack and pinion mechanism 406 further compresses the first elastic member 403 so that the first elastic member 403 cooperates with the second elastic member 404, the first elastic member 403 and the second elastic member 404 can be compressed synchronously, so that the brake pedal 400 and the thrust force The structure 402 further undergoes a displacement change, and at this time, since the rack and pinion mechanism 406 bears a part of the reverse force provided by the first elastic member 403 and the second elastic member 404, the reverse force received by the thrust structure 402 can be reduced, so that the The brake pedal 400 obtains an appropriate brake pedal force, so that the target value of the pedal force and pedal stroke of the brake pedal 400 can be simulated.

In the above two cases, when components such as the booster motor 401, the rack-and-pinion mechanism 406 or the second elastic member 404 fail to work properly, the first elastic member 403 provides the basic pedal force for the brake pedal 400 and also The braking feeling of the brake pedal 400 can be realized, so that the braking can be continued and the braking function can be maintained. In addition, when the driver releases the brake pedal 400, the power assist motor 401 loses power, so that the first elastic member 403 and the second elastic member 404 are automatically returned by their own elastic restoring force.

The characteristics of the simulated brake pedal 400 are realized by the braking control method as described above, and the existing hydraulic brake components are replaced by the cooperation of the booster motor 401 and the rack and pinion mechanism 406, so that the brake pedal simulator is not only structurally It is simple and will not be affected by various factors such as the existing hydraulic pressure, so that it has the effects of good operation stability and quick response of the brake pedal. In addition, the overall size of the brake pedal can be reduced by the structure in which the first elastic member 403 and the second elastic member 404 partially overlap each other. In addition, although the rack-and-pinion mechanism 406 is used for the transmission and cooperation mechanism in this embodiment, the present disclosure is not limited to this, and the transmission and cooperation mechanism may adopt other reasonable arrangement structures.

Optionally, the rack-and-pinion mechanism 406 cooperates with the second elastic member 404 through the first elastic member 403, so that the second elastic member 403 is compressed during the compression of the second elastic member. Pieces 404 are compressed. Wherein, the rack and pinion structure 406 may adopt the method of indirectly driving the second elastic member 404 to compress through the first elastic member 403 , or may also adopt the method of directly driving the second elastic member 404 to compress, and the present disclosure hereby refers to It is not particularly limited. In the case where the rack and pinion mechanism 406 cooperates with the second elastic member 404 through the first elastic member 403, for example, the rack and pinion mechanism 406 can drive the mounting seat and other components for supporting the first elastic member 403, so that the During the process of compressing the first elastic member 403, the second elastic member 404 is also compressed by cooperating with the mounting seat and other components. Optionally, the first elastic member 403 and the second elastic member 404 are coil springs. As a result, it is possible to rapidly and responsively respond to the driving force exerted by the thrust structure 402 and/or the booster motor 401 to expand and contract. However, this does not limit the scope of the present disclosure. In the case where the cooperation of the brake pedal 400, the thrust structure 402, the booster motor 401 and the rack-and-pinion mechanism 406 can be ensured to drive the first elastic member 403 and/or the second elastic member 404 to expand and contract In this case, the first elastic member 203 and the second elastic member 404 may adopt various reasonable structures.

Optionally, the size of the first elastic member 403 is smaller than the size of the second elastic member 404, a part of the first elastic member 403 is located inside the second elastic member 404, and one end of the first elastic member 403 protrudes from the axial direction. the second elastic member 404 . Wherein, the end of the first elastic member 403 protruding from the second elastic member 404 is compressed in an axial direction close to the second elastic member 404 by the driving of the thrust structure 402 and/or the booster motor 401 . During this process When the one end of the first elastic member 403 cooperates with the second elastic member 404, the second elastic member 404 can be further driven to compress in the axial direction. However, the present disclosure is not limited to this, and the positions of the first elastic member 403 and the second elastic member 404 may be arranged according to actual requirements. For example, the size of the first elastic member 403 may be larger than the size of the second elastic member 404. , the second elastic member 404 may be arranged inside a part of the first elastic member 403 .

Optionally, the one end of the first elastic member 403 cooperates with the thrust structure 402 through a first spring seat 410 , and the rack and pinion mechanism 406 and the thrust structure 402 pass through the first spring seat 410 The second elastic member 404 can be matched with the second elastic member 404 to compress the second elastic member 404 when the first elastic member 403 is compressed. Here, optionally, one end of the second elastic member 404 corresponding to the first spring seat 410 is provided with a contact spring seat 419, and the other end is provided with a second spring seat 411, the first elastic The other end of the member 403 is supported on the second spring seat 411, and the one end of the first spring seat 410 can move in the axial direction relative to the second spring seat 411 to be able to abut with the The spring seat 419 abuts, the first flange 415 is separated from the abutting spring seat 419 in the first working state, and the first flange 415 abuts the abutting spring seat 419 in the second working state The contact spring seat 419 abuts. The arrangement structure of the above-mentioned first elastic member 403 and the second elastic member 404 adopts the same structure as the above-mentioned second embodiment. The distance in the axial direction between the abutting spring seat 419 and the first spring seat 410 in the initial state is the stroke of the first elastic member 403 being compressed alone. When the first spring seat 410 contacts the abutting spring seat 419, The second elastic member 404 is axially compressed in synchronization with the first elastic member 403 . As described above, through the cooperation of the first spring seat 410 and the abutting spring seat 419 , the second elastic member 404 can be stably driven to compress in the axial direction. Here, the contact spring seat 419 may be integrally formed with the second elastic member 404 or may be connected integrally by a fastener. However, the present disclosure is not limited thereto, and one end of the second elastic member 404 corresponding to the first spring seat 410 may be implemented by directly abutting the first spring seat 410 .

Optionally, the first spring seat 410 includes a first flange 412 and a first extension rod 413 extending from the first flange 412 in the axial direction, and the first end of the rack 4062 abuts against The first flange 412 and the second spring seat 411 include a second flange 414 and a second extension rod 415 extending from the second flange 414 in the axial direction. The axial direction penetrates the contact spring seat 418 and is movably sleeved in the second extension rod 415 , and the first elastic member 403 abuts against the first flange 412 and the second extension rod 415 . Extension rod 415. The above structures and functions are the same as those corresponding to the first spring seat 210 and the second spring seat 211 in the second embodiment, and detailed descriptions thereof are omitted in order to avoid repetition.

Optionally, the thrust structure 402 includes a first thrust rod 4021 hinged to the brake pedal 400 and a first thrust rod 4021 hinged to the first thrust rod 4021 and capable of driving the first spring seat 410 to move along the axial direction. The second thrust rod 4022 is matched with the second end of the rack 4062 . Here, the second thrust rod 4022 may abut against the second end of the rack 4062 , or may also be connected to the second end of the rack 4062 . In the case of the end, the second thrust rod 4022 can be restored to the initial position by the elastic restoring force of the first elastic member 403 and the second elastic member 404 when the braking is stopped. Optionally, the first end of the rack 4062 is formed with a first mating flange 416 abutting against the first spring seat 410, and the second end is formed with the second thrust rod 4022 The mating second mating flange 417 . Therefore, the power transmission between the thrust structure 402 , the first spring seat 410 , the first elastic member 403 and the second elastic member 404 can be stably and reliably achieved by the rack-and-pinion mechanism 406 structured as described above. However, the present disclosure is not limited thereto, the rack 4062 of the rack-and-pinion mechanism 406 may also cooperate with the first spring seat 410 and the second thrust rod 4022 through other reasonable structures, for example, two ends of the rack 4062 It is directly connected to the second thrust rod 4022 and the first spring seat 410 without forming the first matching flange 416 and the second matching flange 417, which can also realize the thrust structure 402, the first spring seat 410, the first elastic The power transmission between the member 403 and the second elastic member 404.

Optionally, the second thrust rod 4022 is formed as a ball stud, and the ball head 4023 of the second thrust rod 4022 is cambered with the second matching flange 417 . Therefore, when the driver depresses the brake pedal 400 to change the displacement, the displacement of the first thrust rod 4021 and the second thrust rod 4022 also changes accordingly, and the ball head 4023 of the second thrust rod 4022 and the The arc surface of a spring seat 410 is matched, so that the second thrust rod 4022 can adapt to the angle change and prevent movement interference.

Optionally, the radius of curvature of the ball head 4023 is smaller than the radius of curvature of the arc-shaped mating surface of the second mating flange 417 . Therefore, the ball head 4023 of the second thrust rod 4022 and the arc-shaped fitting surface of the second fitting flange 417 are allowed to move relative to each other within an appropriate range, so that the brake pedal 400, the thrust structure 402, the first elastic member 403 and the The transmission process between the two elastic members 404 is smoother. However, the present disclosure is not limited to this, and other reasonable structures may be adopted for the matching form between the thrust structure 402 and the second matching flange 417. For example, the second thrust rod 4022 and the first spring seat 410 may adopt the matching form of ball pair. , a universal joint connection form, or a form in which the second thrust rod 4022 directly abuts on the flat end face of the second matching flange 417 .

Optionally, as shown in FIG. 17 , the hinge end of the second thrust rod 4022 is provided with a U-shaped hinge seat 4024 threadedly connected to the hinge end, and hinge holes are respectively formed on the two side plates of the hinge seat 4024 4025 , the second thrust rod 4022 penetrates through the bottom plate 4026 of the hinge seat 4024 and is threadedly connected to the bottom plate 4026 through a nut 4027 provided on the bottom plate 4026 to be able to adjust the position in the axial direction. The above-described structures are the same as the corresponding structures in the above-described third embodiment and have the same technical effects, and their descriptions are omitted here in order to avoid repetition. In addition, the modifications disclosed in the above-described third embodiment are also applicable to this embodiment. In addition, optionally, a portion of the second thrust rod 4022 close to the ball head 4023 is sleeved with a locking seat 4028, and a plurality of axially extending axially extending plurality of locking seats 4028 are arranged on the outer peripheral surface of the locking seat 4028 at intervals along the circumferential direction. The locking protrusion 4029 is formed with a locking groove 4101 matched with the locking protrusion 4029 at one end of the first spring seat 410 corresponding to the locking seat 4028 . Here, the locking seat 4028 can be in clearance fit with the outer peripheral surface of the second thrust rod 4022 , so as to prevent the locking seat 4028 from interfering with the second thrust rod 4022 caused by the position change of the brake pedal 400 and the first thrust rod 4021 . sports. As described above, the second thrust rod 4022 and the first elastic member 403 can be reliably connected through the engagement between the locking protrusion of the locking seat 4028 and the locking groove 4101 of the first spring seat 410 . However, the present disclosure is not limited thereto, and other reasonable structures may be adopted for the cooperation form between the thrust structure 402 and the first elastic member 403 .

Optionally, the rack and pinion mechanism 406 includes a pinion shaft 4061 and a rack 4062 , the pinion shaft 4061 is connected to the output shaft 4011 of the power assist motor 401 and is provided with a power assist gear 4063 meshing with the rack 4062 , the first end of the rack 4062 is matched with the first elastic member 403 , and the second end of the rack 4062 is matched with the thrust structure 402 . Here, for the connection of the rack 4062 to the thrust structure 402 and the first spring seat 410, the above-mentioned manner of realizing the matching through the structures of the first matching flange 416 and the second matching flange 417 may be adopted. The present disclosure is not particularly limited, as long as the rack 4062 can receive the output force from the booster motor 401 by meshing with the booster gear 4063, or receive the pedal force from the brake pedal through the thrust structure 402, so that the rack 4062 can drive The first elastic member 403 and/or the second elastic member 404 may be compressed in the axial direction.

Optionally, the output shaft 4011 of the booster motor 401 is connected to the gear shaft 4061 through a reduction mechanism. Here, the deceleration mechanism may adopt various appropriate structures, for example, a gear pair deceleration mechanism, a worm gear deceleration mechanism, a planetary gear deceleration mechanism, and the like may be employed. Optionally, the deceleration mechanism is a planetary gear deceleration mechanism 407. In the planetary gear deceleration mechanism 407, the sun gear 4071 is connected to the output shaft 4011 of the booster motor 401, the planet carrier 4072 is connected to the gear shaft 4061, A ring 4073 is secured within the housing 420 of the brake pedal simulator. Among them, the planetary gear reduction mechanism 407 is provided with a planetary gear 4074 meshing with the sun gear 4071 and the ring gear 4073 , and a planetary carrier 4072 is provided in the center of the planetary gear 4074 . As a result, the output torque of the booster motor 401 is decelerated and increased by the planetary gear reduction mechanism 407 and then transmitted to the rack 4062 via the booster gear 4063 . That is, after the output torque of the booster motor 401 passes through the sun gear 4071, the planetary gears 4074 and the planetary carrier 4072, it is transmitted to the gears through the booster gear 4063 on the gear shaft 4061 connected to the planetary carrier 4072 by means of keys, splines, etc. The rack 4062 makes the rack 3062 drive the first elastic member 403 and/or the second elastic member 404 to expand and contract during the axial movement. By adopting the planetary gear reduction mechanism 407 , since the planetary gear reduction mechanism 407 itself has the characteristics of light weight and small volume, the brake pedal simulator has a light overall weight and a compact arrangement. In addition, the transmission efficiency of the booster motor 401 can be effectively improved by providing the planetary gear reduction mechanism 407 .

Optionally, the booster motor 401 , the speed reduction mechanism and the rack and pinion mechanism 406 are located on the side of the fitting portion 405 corresponding to the first elastic member 403 . Therefore, in the state that the brake pedal simulator is assembled to the vehicle body through the assembling part 405 using fasteners 4051 such as bolts, the booster motor 401, the reduction mechanism and the rack and pinion mechanism 406 are reasonably arranged in the limited space of the engine compartment, so as to It achieves the effect of compact structure and small installation space. However, the present disclosure is not limited to this, and the arrangement and positional relationship between the above components can be flexibly changed without conflict, and these changes all fall within the right scope of the present disclosure.

Optionally, a displacement sensor 418 for detecting the displacement of the rack 4062 is provided on the side of the assembling portion 405 close to the rack 4062 of the rack and pinion mechanism 406 . Wherein, the displacement sensor 418 can be fixed on the assembling part 405, and the displacement sensor 418 is provided with a mounting boss protruding toward one side of the first elastic member 403 and the second elastic member 404, and the mounting boss is formed with The mounting hole 4181, the pinion shaft 4061 of the rack and pinion mechanism 406 is supported on the mounting hole 4181, thereby enabling reliable positioning. The functions and effects of the displacement sensor 418 described above are the same as those of the displacement sensor 318 in the third embodiment, and the specific arrangement mentioned in the third embodiment can also be applied to this embodiment. A detailed description thereof is repeatedly omitted.

Optionally, the brake pedal simulator further includes a controller 408 for controlling the working state of the booster motor 401 and a sensor 409 for detecting the rotational speed of the booster motor 401 . The sensor 409 may be connected to the output shaft of the power assist motor 401 , for example, may be connected to the output shaft of the power assist motor 401 through the pinion shaft 4061 of the rack and pinion mechanism 406 . Specifically, the sensor 409 may be disposed at the end of the gear shaft 4061 opposite to the output shaft 4011 , and the sensor 409 may be integrated on the controller 408 and electrically connected to the controller 408 . The booster motor 401 and the planetary gear reduction mechanism 407 may be located on one side of the rack and pinion mechanism 406, and the sensor 409 and the controller 408 may be located on the other side of the rack and pinion mechanism 306, so that the brake pedal simulates The structural arrangement of the device is more reasonable. When the driver depresses the brake pedal 400 , the thrust structure 402 drives the first elastic member 403 to compress in the axial direction, and during this process, the thrust structure 402 can also be compressed by the cooperation of the first spring seat 410 and the second elastic member 404 . The second elastic member 404 is sequentially driven to compress in the axial direction, and the thrust structure 402 is sequentially subjected to the reverse force provided by the first elastic member 403 and the reverse force provided by the first elastic member 403 and the second elastic member 404, and here During the working process, the controller 408 can control to start the booster motor 401 according to the fact that the brake pedal force acting on the brake pedal 400 by the reverse force reaches a preset value. When the controller 408 starts the booster motor 401, the output torque thereof is in turn. The planetary gear reduction mechanism 407 and the rack and pinion mechanism 406 are transmitted to the first elastic member 403, or to the first elastic member 403 and the second elastic member 404, so as to provide power for the brake pedal 400 and the thrust structure 402, so that The displacement of the brake pedal 400 and the thrust structure 402 is further changed, and at this time, since the rack and pinion mechanism 406 bears a part of the reverse force provided by the first elastic member 403 and the second elastic member 404, the thrust structure 402 can be reduced. The received reverse force enables the brake pedal 400 to obtain an appropriate brake pedal force, so that the target value of the pedal force and pedal stroke of the brake pedal 400 can be simulated. Wherein, the sensor 409 is used to detect the rotational speed of the booster motor 401 in real time and can be fed back to the controller 408 in real time to monitor the pedal stroke of the brake pedal 400 in real time. The displacement sensors 418 of the displacement change of 402 cooperate with each other, so that the target value of the pedal force and pedal stroke of the brake pedal 400 can be simulated more accurately, thereby further improving the working reliability of the brake pedal simulator. In addition, here, the displacement sensor 418 can be electrically connected to the controller 408, or can also be electrically connected to other control units, such as a brake control unit in an automobile braking system, so that the displacement sensor 418 and the sensor 409 can simultaneously detect the rack 4062 and the rotation speed of the booster motor 401, thereby minimizing the deviation of the simulated pedal force of the brake pedal 400 from the target value of the pedal stroke. Here, the starting timing of the booster motor 401 is affected by the brake pedal force of the brake pedal 400, the first elastic member 403 and the second elastic member 404. For example, when the stiffness of the first elastic member 403 is small, it may be When the first elastic member 403 and the second elastic member 404 cooperate and are compressed (ie, the first transition state), the booster motor 401 will be activated; or when the rigidity of the first elastic member 403 is relatively large, the first elastic member 403 may be In the state where the member 403 is not matched with the second elastic member 404 (ie, the second transition state), the assist motor 401 will be activated. However, the present disclosure is not particularly limited to this, and the manner in which the controller 408 controls the booster motor 401 can be specifically designed according to the actual situation.

Optionally, as shown in FIG. 18 and FIG. 19 , the brake pedal simulator includes a housing 420 , and the housing 420 includes the assembling portion 405 for accommodating the first elastic member 403 , the gear The rack mechanism 406 and the first housing portion 4201 of the second elastic member 404, the second housing portion 4202 for accommodating the assist motor 401, and the first housing portion 4202 for accommodating the assist motor 401, the speed reduction mechanism, etc. The second housing portion 4202, and the third housing portion 4203 for accommodating the controller 408 and the sensor 409, wherein the end of the second elastic member 404 abuts against the inner end wall of the first housing portion 4201, the thrust structure 402 is exposed on the first housing part 4201 and the assembling part 405 . The assembly part 305 , the first housing part 4201 , the second housing part 4202 and the third housing part 4203 communicate with each other. The first housing part 4201, the second housing part 4202 and the third housing part 4203 may be assembled into one body by fasteners such as bolts, and the second housing part 4202 and the third housing part 4203 may be located in the first housing Opposite side of body 4201. In addition, the mounting portion 405 may be mounted on the first housing portion 4201 , or may be integrally formed with the first housing portion 4201 . The assembling part 405 can be assembled to the vehicle body through fasteners 4051 such as bolts, at this time, the brake pedal 400 is exposed in the cab, and the thrust structure 402 can be selectively partially exposed in the cab according to the actual situation, so as to facilitate the operation. In addition, a dust cover 4204 for covering part of the outer peripheral surface of the second thrust rod 4022 may be provided on the fitting portion 405 to perform sealing and dustproof functions. With the structure as described above, the brake pedal simulator has the effect of being compact in arrangement and realizing a modular design. However, the present disclosure is not limited thereto, and the structure of the housing 420 may be reasonably designed according to the arrangement structure of the brake pedal simulator.

On the basis of the brake pedal simulators provided in the above-mentioned first to fourth embodiments, according to another aspect of the present disclosure, there is also provided an automobile braking system, wherein the automobile braking system includes the first to fourth embodiments Any one of the brake pedal simulators. Optionally, the vehicle braking system includes a brake control unit, which controls the working state of the booster motor according to the real-time pedal force or pedal stroke of the brake pedal. In the case where the brake control unit controls the working state of the booster motor according to the real-time pedal force of the brake pedal, the braking process of the automobile braking system of the present disclosure will be described. When the car brakes, the driver operates the brake pedal to input a braking command to the brake pedal simulator as described above in the present disclosure, wherein when the driver depresses the brake pedal, the brake pedal simulator The thrust structure drives the elastic member to compress in the axial direction (here, when the two elastic members are arranged in series as described in the first and third embodiments, the thrust structure drives the first elastic member and the second elastic member Synchronous compression in the axial direction, when the two elastic members are arranged in parallel as described in the second embodiment and the fourth embodiment, the thrust structure drives the first elastic member to compress in the axial direction), and the thrust structure is subjected to the reaction provided by the elastic member. When the brake pedal force of the reverse force acting on the brake pedal reaches a preset value, the brake control unit sends an instruction to start the booster motor to the controller as described above. After the booster motor is started, its output torque is transmitted to the elastic member through the transmission and cooperation mechanism, so as to provide power for the brake pedal and the thrust structure and drive the elastic member to be further compressed, so that the brake pedal and the thrust structure are further changed in displacement, and Because the transmission and cooperation mechanism bears a part of the reverse force exerted by the elastic member. In this way, the reverse force received by the thrust structure can be reduced, so that the brake pedal can obtain an appropriate brake pedal force, so that the target value of the pedal force and pedal stroke of the brake pedal can be simulated. Thus, the controller transmits information such as pedal force signal and pedal stroke signal to the brake control unit, and the brake control unit judges the driver's braking intention (for example, service brake or parking brake, At the same time, the brake control unit receives the wheel speed signal, the current of the motor in the brake actuator, the rotor position signal, and the vehicle speed signal through the corresponding sensor. Thus, the brake control unit calculates the optimal brake pedal force required by each wheel in real time according to the above information and sends out corresponding control signals to finally control the brake actuator to perform braking.

According to yet another aspect of the present disclosure, there is also provided a vehicle including the vehicle braking system as described above. As a result, the vehicle can reliably simulate the brake pedal force and braking stroke of the brake pedal by providing the above-described brake pedal simulator, thereby providing the driver with a good braking feeling. In addition, the characteristics of the simulated brake pedal are realized through the above-mentioned brake control method, and the existing hydraulic brake components are replaced by the booster motor and the transmission matching mechanism, which is not only simple in structure but also not affected by factors such as hydraulic pressure, etc. As a result, the wheel has the effects of good operation stability and quick response of the brake pedal.

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above-mentioned embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure. These simple modifications all fall within the protection scope of the present disclosure.

In addition, it should be noted that the various specific technical features described in the above-mentioned specific embodiments can be combined in any suitable manner unless they are inconsistent. In order to avoid unnecessary repetition, the present disclosure provides The combination method will not be specified otherwise.

In addition, the various embodiments of the present disclosure can also be arbitrarily combined, as long as they do not violate the spirit of the present disclosure, they should also be regarded as the contents disclosed in the present disclosure.

Claims (19)

1. A brake pedal simulator, characterized in that it comprises a brake pedal (300), a booster motor (301), a fitting portion (305) for fitting to a vehicle body, a first elastic member (303) and a second elastic member (304) arranged axially on one side of the fitting portion (305) and at least partially overlapping each other in the axial direction, a thrust structure (302) hinged to the brake pedal (300) and cooperating with one end of the overlapping portion of the first elastic member (303) and the second elastic member (303) to be able to drive the first elastic member (303) and the second elastic member (304) to simultaneously telescope in the axial direction, the first elastic member (303) and the second elastic member (304) cooperating together to provide a pedal preset force for the brake pedal (300), an output shaft (3011) of the booster motor (301) cooperating with the first elastic member (303) and the second elastic member (303) through a rack and pinion mechanism (306) The one ends of the overlapped portions of the pieces (304) are engaged to be able to provide the assist force to the thrust structure (302), the rack-and-pinion mechanism (306) includes a pinion shaft (3061) and a rack (3062), the pinion shaft (3061) is connected to an output shaft (3011) of the assist motor (301) and is provided with an assist gear (3063) engaged with the rack (3062), a first end of the rack (3062) is engaged with the one ends of the overlapped portions of the first elastic member (303) and the second elastic member (304), and a second end of the rack (3062) is engaged with the thrust structure (302).

2. The brake pedal simulator according to claim 1, wherein the first elastic member (303) and the second elastic member (304) are coil springs.

3. The brake pedal simulator according to claim 2, wherein an extension length of the first elastic member (303) is smaller than an extension length of the second elastic member (304) in the axial direction, and the one ends of the mutually overlapping portions of the first elastic member (303) and the second elastic member (304) are aligned in the axial direction.

4. The brake pedal simulator according to claim 3, wherein the first elastic member (303) has a size smaller than that of the second elastic member (304), and the first elastic member (303) is located inside the second elastic member (304).

5. The brake pedal simulator according to any one of claims 2 to 4, wherein the one end of the mutually overlapping portion of the first elastic member (303) and the second elastic member (304) is engaged with the thrust structure (302) through a first spring seat (310), a first end of a rack (3062) of the rack and pinion mechanism (306) is connected to or abutted against the first spring seat (310), a second spring seat (311) is provided on the other end of the second elastic member (304), the other end of the first elastic member (303) is supported on the second spring seat (311), and the first spring seat (310) is movable in the axial direction relative to the second spring seat (311).

6. The brake pedal simulator according to claim 5, wherein the first spring seat (310) includes a first flange (312) and a first extension rod (313) extending in the axial direction from the first flange (312), the first end of the rack (3062) abuts against the first flange (312), the second spring seat (311) includes a second flange (314) and a second extension rod (315) extending in the axial direction from the second flange (314), the first extension rod (313) is movably sleeved in the second extension rod (315) in the axial direction, the first elastic member (303) is disposed at a position between the first flange (312) and the second extension rod (315), and the second elastic member (304) is disposed at a position between the first flange (312) and the second flange (314).

7. The brake pedal simulator according to claim 5, wherein the thrust structure (302) comprises a first thrust rod (3021) hinged to the brake pedal (300) and a second thrust rod (3022) hinged to the first thrust rod (3021) and capable of driving the first spring seat (310) to move in the axial direction, the second thrust rod (3022) being engaged with the second end of the rack (3062).

8. The brake pedal simulator according to claim 7, wherein the first end of the rack (3062) is formed with a first mating flange (316) abutting the first spring seat (310), and the second end is formed with a second mating flange (317) mating with the second thrust rod (3022).

9. The brake pedal simulator according to claim 8, wherein the second thrust rod (3022) is formed as a ball stud, the ball head (3023) of the second thrust rod (3022) being arc-fitted with the second fitting flange (317).

10. The brake pedal simulator according to claim 9, wherein a radius of curvature of the ball head (3023) is smaller than a radius of curvature of the arc-shaped engagement face of the second engagement flange (317).

11. The brake pedal simulator according to claim 7, wherein the hinge end of the second thrust rod (3022) is provided with a U-shaped hinge seat (3024) to be screw-coupled thereto, hinge holes (3025) are formed on both side plates of the hinge seat (3024), respectively, and the second thrust rod (3022) penetrates through a bottom plate (3026) of the hinge seat (3024) and is screw-coupled to the bottom plate (3026) through a nut (3027) provided on the bottom plate (3026) to enable position adjustment in the axial direction.

12. The brake pedal simulator according to claim 1, wherein the output shaft (3011) of the assist motor (301) is connected to the gear shaft (3061) through a speed reduction mechanism.

13. The brake pedal simulator according to claim 12, wherein the speed reduction mechanism is a planetary gear speed reduction mechanism (307), and in the planetary gear speed reduction mechanism (307), a sun gear (3071) is connected with the output shaft (3011) of the booster motor (301), a planet carrier (3072) is connected with the gear shaft (3061), and a ring gear (3073) is fixed in a housing (320) of the brake pedal simulator.

14. The brake pedal simulator according to claim 13, wherein the assist motor (301), the reduction mechanism, and the rack and pinion mechanism (306) are located on a side of the fitting portion (305) corresponding to the first elastic member (303) and the second elastic member (304).

15. The brake pedal simulator according to claim 1, wherein a side of the fitting portion (305) close to a rack (3062) of the rack-and-pinion mechanism (306) is provided with a displacement sensor (318) for detecting a displacement of the rack (3062).

16. The brake pedal simulator according to claim 1, further comprising a controller (308) for controlling an operating state of the assist motor (301) and a sensor (309) for detecting a rotational speed of the assist motor (301).

17. A vehicle brake system, characterized in that it comprises a brake pedal simulator according to any one of claims 1-16.

18. The vehicle brake system according to claim 17, comprising a brake control unit that controls an operating state of the assist motor according to a real-time brake pedal force or pedal stroke of the brake pedal.

19. A vehicle, characterized in that it comprises a car brake system according to claim 17 or 18.

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