CN109204272B

CN109204272B - Brake pedal simulator, automobile brake system and vehicle

Info

Publication number: CN109204272B
Application number: CN201710527363.4A
Authority: CN
Inventors: 郑祖雄
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2017-06-30
Filing date: 2017-06-30
Publication date: 2021-02-23
Anticipated expiration: 2037-06-30
Also published as: CN109204272A

Abstract

The utility model relates to a brake pedal simulator, car braking system and vehicle, the brake pedal simulator includes brake pedal, the helping hand motor, the assembly portion, arrange in one side of assembly portion and along axial part overlapping's first elastic component and second elastic component each other along the axial, articulate in brake pedal and with first elastic component cooperation in order to drive first elastic component and second elastic component along the flexible thrust structure of axial in proper order, first elastic component provides the footboard preset force for brake pedal, the output shaft of helping hand motor passes through the cooperation of rack and pinion mechanism and first elastic component, in order to provide the helping hand for the thrust structure, make first elastic component compressed through the thrust structure at first operating condition, make first elastic component and second elastic component compressed in step through the cooperation of thrust structure and helping hand motor at second operating condition. Therefore, the brake pedal can provide reliable brake feeling of the brake pedal to simulate accurate brake pedal force, and has the effects of good operation stability, corresponding rapidness of the brake pedal and the like.

Description

Brake pedal simulator, automobile brake system and vehicle

Technical Field

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

Background

In the existing vehicle, particularly in an electric automobile, a part of a brake system cancels hydraulic or mechanical connection between a brake pedal and a brake of the traditional brake system, so that a driver cannot directly sense brake counterforce fed back to the brake pedal during braking, and the brake feeling of the traditional brake system is lost. The braking feeling is a comprehensive feeling including a pedal braking feeling, which is the most important component, a vehicle braking deceleration felt by the driver, an audible braking noise, a visual vehicle deceleration, and the like. In the above-described brake system, it is common to simulate the characteristics of the brake pedal by adding a brake pedal simulator, thereby providing a good pedal braking feeling to the driver. The brake pedal simulator operates on the principle that the design goal of pedal effort is to simulate brake pedal behavior through mechanical brake components and certain control methods, such as those currently practiced. The pedal simulator adopting the hydraulic control method has the problems of complex structure, large simulated pedal force fluctuation possibly caused by hydraulic impact of a hydraulic system and low operation stability.

Disclosure of Invention

The purpose of the present disclosure is to provide a brake pedal simulator that has a simple structure and good operational stability, and an automotive brake system and a vehicle that include 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 including a brake pedal, a booster motor, a fitting portion for fitting to a vehicle body, a first elastic member and a second elastic member arranged on one side of the fitting portion in an axial direction and overlapping each other along the axial portion, a thrust structure hinged to the brake pedal and cooperating with the first elastic member to be able to sequentially drive the first elastic member and the second elastic member to expand and contract in the axial direction, the first elastic member providing a pedal preload to the brake pedal, an output shaft of the booster motor cooperating with the first elastic member through a rack and pinion mechanism to be able to provide an assist force to the thrust structure, wherein the brake pedal simulator has a first operating state and a second operating state, in the first operating state, the first elastic piece is compressed through the thrust structure, and in the second working state, the first elastic piece and the second elastic piece are synchronously compressed through the cooperation of the thrust structure and the power-assisted motor.

Optionally, the rack and pinion mechanism cooperates with the second elastic member through the first elastic member to compress the second elastic member during the process of compressing the first elastic member.

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

Optionally, the size of the first elastic member is smaller than that of the second elastic member, and a portion of the first elastic member is located inside the second elastic member and one end of the first elastic member protrudes out of the second elastic member in the axial direction.

Optionally, the one end of the first elastic member is matched with the thrust structure through a first spring seat, and the rack and pinion mechanism and the thrust structure can be matched with the second elastic member through the first spring seat, so that the second elastic member can be compressed in the process that the first elastic member is compressed.

Optionally, an abutting spring seat is disposed at one end of the second elastic member corresponding to the first spring seat, and a second spring seat is disposed at the other end, the other end of the first elastic member is supported on the second spring seat, the first spring seat is capable of moving in the axial direction relative to the second spring seat so as to be capable of abutting against the abutting spring seat, the first flange is separated from the abutting spring seat in the first working state, and the first flange abuts against the abutting spring seat in the second working state.

Optionally, the first spring seat includes a first flange and a first extension rod extending in the axial direction from the first flange, the first end of the rack abuts against the first flange, the second spring seat includes a second flange and a second extension rod extending in the axial direction from the second flange, the first extension rod penetrates through the abutment spring seat in the axial direction and is movably sleeved in the second extension rod, and the first elastic member abuts against the first flange and the second extension rod.

Optionally, the thrust structure comprises 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 in the axial direction, the second thrust rod being engaged with the second end of the rack.

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

Optionally, the second thrust bar is formed as a ball stud with a ball head that mates with the second mating flange arc.

Optionally, a radius of curvature of the ball head is less than a radius of curvature of the arcuate mating surface of the second mating flange.

Optionally, a U-shaped hinge seat in threaded connection with the hinge end is disposed at the hinge end of the second thrust rod, hinge holes are formed in two side plates of the hinge seat respectively, and the second thrust rod penetrates through a bottom plate of the hinge seat and is in threaded connection with the bottom plate through a nut disposed on the bottom plate so as to be adjustable in position in the axial direction.

Optionally, the rack-and-pinion mechanism includes a gear shaft and a rack, the gear shaft is connected to an output shaft of the power assisting motor and is provided with a power assisting gear engaged with the rack, a first end of the rack is engaged with the first elastic member, and a second end of the rack is engaged with the thrust structure.

Optionally, an output shaft of the booster motor is connected with the gear shaft through a speed reducing mechanism.

Optionally, the speed reduction mechanism is a planetary gear speed reduction mechanism, in which a sun gear is connected with an output shaft of the power-assisted motor, a planetary carrier is connected with the gear shaft, and a gear ring is fixed in a housing of the brake pedal simulator.

Optionally, the assisting motor, the speed reducing mechanism and the rack and pinion mechanism are located on a side of the assembling portion corresponding to the first elastic member.

Optionally, a displacement sensor for detecting displacement of the rack is disposed on one side of the mounting portion close to the rack of the rack and pinion mechanism.

Optionally, the brake pedal simulator further comprises a controller for controlling the working state of the power-assisted motor and a sensor for detecting the rotation speed of the power-assisted motor.

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

Optionally, the vehicle brake system includes a brake control unit, which controls the operating state of the power-assisted motor according to the real-time brake pedal force or pedal travel of the brake pedal.

According to yet another aspect of the present disclosure, a vehicle is provided that includes an automotive braking system as described above.

Through the structure, when a driver steps on the brake pedal, the thrust structure sequentially drives the first elastic piece and the second elastic piece to be compressed along the axial direction, in the compression process, the output torque of the power assisting motor is transmitted to the second elastic piece and/or the first elastic piece through the gear rack mechanism to provide power assistance for the brake pedal and the thrust structure, wherein the gear rack mechanism bears a part of reverse acting force provided by the first elastic piece and the second elastic piece to reduce the reverse acting force received by the thrust structure, so that the brake pedal obtains proper brake pedal force, reliable brake feeling of the brake pedal is provided, accurate brake pedal force can be simulated, and the brake pedal has the effects of good operation stability, corresponding rapidness of the brake pedal and the like. In addition, when the parts such as the power-assisted motor, the gear rack mechanism and/or the second elastic piece are failed and can not work normally, the first elastic piece provides basic pedal force for the brake pedal, so that the brake feeling of the brake pedal can be realized, the brake can be continuously carried out, and the brake function is maintained.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

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

fig. 2 is a diagram of a state of engagement of a second thrust rod and a docking head in the brake pedal simulator according to the first embodiment of the present disclosure;

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

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

FIG. 5 is an assembly view of a thrust structure and a housing in a brake pedal simulator with a brake pedal and a first thrust rod omitted according to a first embodiment of the present disclosure;

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

FIG. 7 is a diagram of a mating condition of a second thrust rod and a docking head in a brake pedal simulator according to a second embodiment of the present disclosure;

FIG. 8 is a first assembly view of the brake pedal simulator with the brake pedal and the first thrust rod omitted according to the second embodiment of the present disclosure;

FIG. 9 is a second assembly view of the brake pedal simulator, omitting the structure of the brake pedal first thrust rod, the first resilient member, the second resilient member, and a portion of the spring seat, according to a second embodiment of the present disclosure;

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

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

fig. 12 is a schematic structural view of a brake pedal simulator according to a third embodiment of the present disclosure;

fig. 13 is a structural view of a second thrust rod of the brake pedal simulator in accordance with a third embodiment of the present disclosure;

FIG. 14 is a first assembly view of a thrust structure and housing of a brake pedal simulator in accordance with a third embodiment of the present disclosure, with a first thrust rod omitted;

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

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

fig. 17 is a structural view of a second thrust rod of the brake pedal simulator in accordance with a fourth embodiment of the present disclosure;

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

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

Description of the reference numerals

100. 200, 300, 400 brake pedal; 101. 201, 301, 401 assist motor; 102. 202, 302, 402 thrust structure; 103. 203, 303, 403 first elastic member; 104. 204, 304, 404 a second elastic member; 105. 205, 305, 405; 106. 206 a screw mechanism; 306. 406 a rack and pinion mechanism; 107. 207 a planetary gear speed reducing mechanism; 307. 407 gear pair reduction mechanisms; 108. 208, 308, 408 controllers; 109. 209, 309, 409 sensors; 110. 210, 310, 410 a first spring seat; 111. 211, 311, 411 second spring seats; 112. 212 connecting rods; 115. 215, 312, 412 first flange; 113. 213 drive gear; 117. 217, 313, 413 a first extension rod; 114. 214 idler pulley; 116. 216, 314, 414 second flange; (ii) a 118. 218, 315, 415 second extension bar; 316. 416 a first mating flange; 317. 417 a second mating flange; 318. 418 displacement sensor; 119. 219 against a spring seat; 120. 220, 320, 420 housings; 1011. 2011, 3011, 4011 output shaft; 1021. 2021, 3021, 4021 first thrust rod; 1022. 2022, 3022, 4022 second thrust rod; 1023. 2023, 3023, 4023, and a ball head; 1024. 2024, 3024, 4024 hinge seats; 1025. 2025, 3025, 4025 hinge holes; 1026. 2026, 3026, 4026 bottom plate; 1027. 2027, 3027, 4027 nuts; 1028. 2028 butt joint; 3028. 4028 a locking seat; 1029. 2029 pushing the disc; 3029. 4029 a locking protrusion; 1051. 2051, 3051, 4051 fasteners; 1061. 2061, a power-assisted screw; 3061. 4061 gear shaft; 1062. 2062, 3063, 4063; 3062. 4062 rack; 1071. 2071, 3071, 4071 sun gear; 1072. 2072, 3072, 4072 planet carrier; 1073. 2073, 3073, 4073 gear rings; 1074. 2074, 3074, 4074 planets; 3101. 4101 latching grooves; 1201. 2201, 3201, 4201 a first housing part; 1202. 2202, 3202, 4202 second housing part; 1203. 2203, 3203, 4203; 1204. 2204, 3204, 4204 dust cover; 10281. 20281U-shaped platen; 3181. 4181 mounting holes.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, the use of directional terms such as "inner and outer" generally refers to the inner and outer of the corresponding component profiles, unless otherwise indicated.

As shown in fig. 1 to 19, the present disclosure provides a brake pedal simulator, an automotive brake system, and a vehicle. The brake pedal simulator of the present disclosure realizes simulation of brake pedal characteristics through an elastic member and a braking method, where the brake pedal characteristics are generally embodied by a correspondence relationship between pedal force and pedal stroke and braking response time.

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 extend and retract along an axial direction, and specifically, according to the first to seventh embodiments of the present disclosure, is realized by the following technical solutions: the brake pedal simulator comprises a brake pedal, a plurality of elastic pieces and a thrust structure, wherein the thrust structure is hinged to the brake pedal and matched with the elastic pieces to drive the elastic pieces to stretch and retract along the axial direction, and at least part of the elastic pieces provide preset pedal force for the brake pedal. Here, the pedal preset force generally means that the brake pedal receives a reaction force applied by the elastic member through the thrust structure in an initial state where the brake pedal is not depressed. All elastic pieces or part of elastic pieces provide pedal force for the brake pedal, the brake system is guaranteed to always work normally, reliable brake feeling of the brake pedal can be provided, accurate brake pedal force can be simulated through the simple structure, and the brake pedal simulation device has the advantages of being good in operation stability, correspondingly rapid in brake pedal and the like. The pedal stroke of the brake pedal may be indirectly determined by controlling the movement stroke of the thrust structure, the compression stroke of the elastic member, or the like, or may be controlled by other appropriate control means, and is not particularly limited herein.

In addition, the engagement mentioned in the present disclosure may be generally interpreted as a function of enabling power transmission by direct or indirect connection, fixation, abutment, or other engagement, and is not particularly limited herein.

In addition, the arrangement positions and the mutual arrangement relation of the elastic pieces can be reasonably designed according to different requirements of actual needs, namely installation space, operation stability and the like. Optionally, in a case that a part of the elastic members in the plurality of elastic members provide the pedal preset force for the brake pedal, the thrust structure can drive the part of the elastic members and the rest of the elastic members in the plurality of elastic members to expand and contract along the axial direction in a preset sequence; and under the condition that the elastic pieces provide preset force for the pedal for the brake pedal, the thrust structure can drive all the elastic pieces to synchronously stretch and retract along the axial direction. Here, in the case where a part of the plurality of elastic members provides a pedal preset force to the brake pedal, the pedal preset force may be provided by engaging the part of the plurality of elastic members with the thrust structure in an initial state (i.e., a state where the brake pedal is not depressed), and disengaging the rest of the plurality of elastic members from the thrust structure and/or the part of the plurality of elastic members in the initial state. After the brake pedal is stepped to a preset pedal stroke, the rest elastic parts are directly driven through the thrust structure or driven through the part of the elastic parts by the thrust structure, and the like, so that the function of driving the rest elastic parts to stretch and retract along the axial direction is realized. Here, in the process of the other elastic members being stretched, the partial elastic member may also be stretched synchronously with the other elastic members, or the partial elastic member may also be kept in a compressed state, which may be specifically designed according to actual needs. In addition, the above mentioned arrangement is properly designed according to the specific arrangement of the plurality of elastic members in a predetermined order. For example, when the number of the elastic members is two or more, and the elastic members are sequentially connected in the axial direction, and the remaining elastic members are two or more, and are sequentially connected in the axial direction or are arranged at intervals, the thrust structure may drive the elastic members to compress first according to the predetermined sequence, and after the elastic members are compressed to the preset position, the thrust structure may sequentially drive the remaining elastic members to compress in a manner that the elastic members are in contact with the remaining elastic members or in a manner that the thrust structure is matched with the remaining elastic members. And the order for transition from the compressed state to the initial state may be reversed from that described above. Further, for example, when the partial elastic members are two or more (elastic members of the same size may be used herein) and are arranged at intervals in the circumferential direction (for example, a plurality of elastic members arranged at intervals in the circumferential direction of two support bodies may be arranged between two support bodies of a disk structure or the like arranged at intervals in the axial direction), and the remaining elastic members are also two or more (elastic members of the same size may be used herein) and are arranged at intervals in the circumferential direction (for example, a plurality of elastic members arranged at intervals in the circumferential direction of two support bodies may be arranged between two support bodies of a disk structure or the like arranged at intervals in the axial direction), the partial elastic members may be driven together by the thrust structure in advance to be compressed in the axial direction, and after the partial elastic members are compressed together to the preset position, the partial elastic members may be brought into contact with the remaining elastic members or the thrust structure may be arranged together with the remaining elastic members In such a way that the thrust structure jointly drives all the remaining elastic elements in axial compression. And the order for transition 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 exemplified above, the present disclosure is not limited thereto, and as long as the function of driving the plurality of elastic members to extend and contract can be finally achieved by the driving of the thrust structure, other suitable arrangements of the plurality of elastic members may be adopted, which fall within the scope of the present disclosure.

Optionally, the brake pedal simulator comprises a drive arrangement for driving the elastic member to extend and retract so as to be able to provide assistance and/or resistance to the driving of the elastic member by the thrust structure. Here, the driving means may adopt various suitable structures which can provide the assisting force, the resisting force for the driving of the elastic member by the thrust structure or can satisfy the functions of providing the assisting force and the resisting force at the same time, thereby being capable of simulating the required pedal force more accurately by the cooperation of the driving means and the thrust structure. Here, optionally, the brake pedal simulator includes a booster for driving the elastic member to further expand and contract so as to be able to provide an assisting force for the thrust structure to drive the elastic member. The boosting device may have various structures, for example, a single structure of a simple telescopic mechanism such as a driving cylinder, a jack, and the like, such as an electric cylinder, an air cylinder, a hydraulic cylinder, and the like, or a structure assembly in which various mechanical transmission mechanisms, such as a gear pair, a rack-and-pinion pair, a worm-and-gear pair, a belt transmission pair, a screw pair, and the like, are mutually engaged in a transmission manner.

Optionally, the boosting device includes a boosting motor, and a transmission matching mechanism matching with the boosting motor and at least some of the elastic members, so as to provide boosting force for driving the thrust structure through the transmission matching mechanism. In the present disclosure, although the following seven embodiments of the brake pedal simulator are provided to simulate the brake pedal characteristics, wherein the

brake pedals

100, 200, 300, and 400 and the assisting

motors

101, 201, 301, and 401 have the same structure for the convenience and clarity of the description of the present disclosure, this is not intended to limit the scope of the present disclosure. In addition, multiple reasonable arrangement structures can be adopted for the transmission matching mechanism, and the function of transmitting the output torque of the power-assisted motor to the elastic piece to provide power assistance for the thrust structure can be achieved. For example, as shown in fig. 1 to 11, the transmission engagement mechanism may include a screw mechanism by which an output shaft of the assist motor may be engaged with the elastic member to provide an assist force for the thrust structure to drive the elastic member. As another example, as shown in fig. 12 to 19, the transmission matching mechanism may include a rack and pinion mechanism, and an output shaft of the power-assisted motor may match the elastic member through the rack and pinion mechanism, so as to provide power assistance for the thrust structure to drive the elastic member. However, the present disclosure is not limited to the above configuration, and the transmission engagement mechanism may be a plurality of configurations such as a gear pair transmission mechanism, a worm gear transmission mechanism, a belt transmission mechanism, and a chain transmission mechanism, or may be a combination of the plurality of configurations described above.

Specifically, when a driver steps on a brake pedal, the thrust structure drives the elastic piece to be compressed along the axial direction, the thrust structure receives reverse acting force provided by the elastic piece, when the brake pedal force acting on the brake pedal by the reverse acting force reaches a preset value, the power-assisted motor is started, so that torque output by the power-assisted motor is transmitted to the elastic piece through the transmission matching mechanism, the power assistance can be provided for the brake pedal and the thrust structure to drive the elastic piece to be further compressed, the brake pedal and the thrust structure are further subjected to displacement change, and the transmission matching mechanism receives a part of the reverse acting force applied by the elastic piece, so that the reverse acting force received by the thrust structure can be reduced, the brake pedal obtains proper brake pedal force, and the target value of the pedal force and the pedal stroke of the brake pedal can be simulated. Here, when the assist motor or the transmission engagement mechanism fails and fails to operate normally, the elastic member provides the base pedal force to provide the brake pedal with a brake feeling, so that the brake can be continuously applied and the brake function can be maintained.

The boosting motor and the transmission matching mechanism are adopted to provide boosting force for the brake pedal to drive the elastic element, so that the linear characteristic of the elastic element is perfected, and the nonlinear variation characteristic of the brake pedal is realized. That is, the elastic member provides a base pedal reaction force, ensures that the brake system always remains operative to provide a braking feeling of the brake pedal even when the assist motor or the transmission engagement mechanism or the like fails, and comprehensively simulates a pedal force by the driving force of the assist motor to the elastic member, that is, provides a target pedal force by the engagement of the assist motor and the elastic member to compensate for a remaining portion between the base pedal force and the target pedal force. Therefore, the brake control method realizes the simulation of the brake pedal characteristic, and replaces the existing hydraulic brake component through the booster motor and the transmission matching mechanism, so that the hydraulic brake component has a simple structure and cannot be influenced by factors such as hydraulic pressure, and the like, and has the effects of good operation stability, quick response of the brake pedal and the like.

In 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 cooperate 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 the elastic members is not limited to two elastic members, and may be appropriately selected according to actual circumstances. Here, two elastic members are used, and a serial connection manner as disclosed in two embodiments shown in fig. 1 to 5 and 12 to 15 or a parallel connection manner as disclosed in two embodiments shown in fig. 6 to 11 and 16 to 19 may be used for the arrangement of the two elastic members. Here, it should be noted that the series connection mode means that two elastic members are arranged along the axial direction, and the two elastic members are always simultaneously extended and retracted along the axial direction under the driving of the thrust structure and/or the driving motor, that is, the two elastic members are simultaneously extended and retracted when being initially driven. Specifically, under the driving of the brake pedal and/or the booster motor, the two elastic members can be synchronously compressed, and the pedal preset force of the brake pedal in the series mode can be provided by the cooperation of the first elastic member and the second elastic member; the parallel connection mode means that the two elastic pieces are arranged along the axial direction, and the two elastic pieces sequentially stretch out and draw back along the axial direction under the driving of the thrust structure and/or the booster motor, namely, when the two elastic pieces are initially driven, one of the two elastic pieces realizes the compression along the axial direction, and then the other elastic piece stretches out and draws back along the axial direction. In particular, under the driving of the brake pedal and/or the booster motor, an arrangement may be made such that one elastic member is in contact with the other elastic member during compression while being further compressed, and the pedal preset force of the brake pedal may be provided by the first elastic member or the second elastic member in a parallel manner, in which the elastic member providing the pedal preset force to the brake pedal is compressed first. In addition, various reasonable arrangements can be adopted for the arrangement of the two elastic members, for example, in the case of a serial arrangement of the two elastic members, the two elastic members may be arranged adjacent to each other in the axial direction, or an at least partially overlapping arrangement may be adopted. For another example, when the two elastic members are arranged in parallel, the two elastic members may be arranged at intervals in the axial direction, or the two elastic members may be arranged in an arrangement manner of partially overlapping in the axial direction. In the above description, in order to more clearly describe the arrangement of the elastic members, the arrangement structure of two elastic members is described, but the parallel connection or the serial connection may be applied to one or more elastic members. For example, the elastic member includes a first elastic unit juxtaposed by a plurality of first elastic members arranged at intervals in the circumferential direction and a second elastic unit juxtaposed by a plurality of second elastic members arranged at intervals in the circumferential direction. The parallel or series connection described above can also be applied to the elastic member of this structure.

In addition, optionally, the transmission matching mechanism includes a screw mechanism or a rack and pinion mechanism, an output shaft of the assist motor is matched with the first elastic member and the second elastic member through the screw mechanism or the rack and pinion mechanism so as to be capable of driving the first elastic member and the second elastic member to be synchronously stretched, or the output shaft of the assist motor is matched with the first elastic member or the second elastic member through the screw mechanism so as to be capable of driving the first elastic member and the second elastic member to be stretched in the axial direction in a predetermined sequence. That is, as described above, in the case where the two elastic members are arranged in series, the output shaft of the assist motor may be engaged with the first elastic member and the second elastic member by a screw mechanism or a rack and pinion mechanism, and the driving force output from the assist motor provides the assist force to the thrust structure, whereby the first elastic member and the second elastic member can be further driven by the assist motor to be synchronously stretched in a state where the first elastic member and the second elastic member are driven to be compressed by the thrust structure. Under the condition that the two elastic parts are arranged in parallel, the output shaft of the power-assisted motor is matched with the first elastic part or the second elastic part through a screw mechanism or a gear rack mechanism, so that power assistance is provided for the thrust structure through the driving force output by the power-assisted motor, and therefore the first elastic part and/or the second elastic part can be further driven to stretch and retract along the axial direction according to the preset sequence through the power-assisted motor under the condition that the first elastic part or the second elastic part is driven to be compressed through the thrust structure. In the parallel arrangement mode, when the output shaft of the power-assisted motor is matched with the first elastic part through the screw mechanism or the gear rack mechanism, the power-assisted motor and the transmission matching mechanism drive the first elastic part to stretch and contract first, and then the second elastic part is further driven to stretch and contract along the axial direction through the matching mode of the first elastic part and the second elastic part or the matching mode of the transmission matching mechanism and the second elastic part subsequently; when the output shaft of the power-assisted motor is matched with the second elastic part through the spiral mechanism or the gear rack mechanism, the second elastic part can be driven to stretch out and draw back along the axial direction through the power-assisted motor and the transmission matching mechanism, and then the first elastic part is further driven to stretch out and draw back along the axial direction through the matching mode of the second elastic part and the first elastic part or the direct matching mode of the transmission matching structure and the first elastic part. The disclosure is not limited to the specific driving sequence of the power assisting motor and the transmission matching mechanism for the first elastic member and the second elastic member, and may be reasonably designed according to the actual arrangement structure.

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

Hereinafter, a description will be specifically given of four embodiments shown in fig. 1 to 19, where fig. 1 to 5 serve as a first embodiment, fig. 6 to 11 serve as a second embodiment, fig. 12 to 15 serve as a third embodiment, and fig. 16 to 19 serve as a fourth embodiment, where a serial arrangement of a first elastic member and a second elastic member is disclosed in the first embodiment shown in fig. 1 to 5 and the third embodiment shown in fig. 12 to 15, and a parallel arrangement of the first elastic member and the second elastic member is disclosed in the second embodiment shown in fig. 6 to 11 and the fourth embodiment shown in fig. 16 to 19.

Next, a description will be given of a configuration in which two elastic members of the first and third embodiments are arranged in series.

Referring to fig. 1 to 5, there is provided a brake pedal simulator according to a first embodiment of the present disclosure, including a brake pedal 100, a booster motor 101, a fitting portion 105 for fitting to a vehicle body, a first elastic member 103 and a second elastic member 104 arranged on one side of the fitting portion 105 in an axial direction and at least partially overlapping each other in the axial direction, a thrust structure 102 hinged to the brake pedal 100 and cooperating with one end of an overlapping portion of the first elastic member 103 and the second elastic member 103 to be able to drive the first elastic member 103 and the second elastic member 104 while being telescopic in the axial direction, the first elastic member 103 and the second elastic member 104 cooperating together to provide a pedal preset force to the brake pedal 100, an output shaft 1011 of the booster motor 101 cooperating with the one end of the overlapping portion of the first elastic member 103 and the second elastic member 104 through a screw mechanism 106, to provide assistance to the thrust structure 102.

Wherein, one end of the at least partially overlapped portion of the first elastic member 103 and the second elastic member 104 refers to a corresponding one end of both of the overlapped portions of the first elastic member 103 and the second elastic member 104, that is, in the case where the first elastic member 103 and the second elastic member 104 are not overlapped with each other partially or entirely, the one end of the mutually overlapping portion refers to an end where the first elastic member 103 and the second elastic member 104 are arranged correspondingly, wherein the one ends of the first elastic member 103 and the second elastic member 104 may be axially flush, or may be axially spaced, and herein, the arrangement structure of at least one end of the mutually overlapping portions of the first elastic member 103 and the second elastic member 104 is not particularly limited as long as the function of driving the first elastic member 103 and the second elastic member 104 to be compressed in synchronization in the axial direction by the thrust structure 102 and/or the assist motor 101 can be achieved.

In the first embodiment, the first elastic member 103 and the second elastic member 104 serve as simulation elements of the pedal force and the pedal stroke of the brake pedal 100, and in the initial state (i.e., the state where the brake pedal 100 is not depressed), both the first elastic member 103 and the second elastic member 104 are in the compressed state to provide the pedal preset force to the brake pedal 100, wherein one of the first elastic member 103 and the second elastic member 104 can still make the brake pedal 100 maintain the normal pedal force in case that the other one of the first elastic member 103 and the second elastic member 104 fails, thereby improving the safety performance of the brake pedal simulator.

Specifically, when the driver steps on the brake pedal 100, the thrust structure 102 drives the first elastic member 103 and the second elastic member 104 to be compressed in the axial direction at the same time, the thrust structure 102 receives a reverse acting force provided by the first elastic member 103 and the second elastic member 104 cooperating with each other, and when a brake pedal force applied to the brake pedal 100 by such a reverse acting force reaches a preset value, the assist motor 101 is started so that an output torque thereof is converted into a force for driving the first elastic member 103 and the second elastic member 104 to be compressed in the axial direction through the screw mechanism 106 to provide an assist force for the brake pedal 100 and the thrust structure 102, specifically, the screw mechanism 106 drives one end of at least mutually overlapped portions of the first elastic member 103 and the second elastic member 104 to be compressed in the axial direction synchronously, so that the brake pedal 100 and the thrust structure 102 are further subjected to displacement change, and because the screw mechanism 106 receives a part of the reverse acting force provided by the first elastic member 103 and the second elastic member 104, the reaction force received by the thrust structure 102 can thereby be reduced, so that the brake pedal 100 obtains an appropriate brake pedal force, and thus the target values of the pedal force and the pedal stroke of the brake pedal 100 can be simulated. Here, when the booster motor 101, the screw mechanism 106, the first elastic member 103, the second elastic member 104, or other components fail and fail to operate normally, the first elastic member 103 and/or the second elastic member 104 that have not failed provide the brake pedal 100 with the base pedal force, and the brake pedal 100 can also provide the brake feel, and the brake can be continuously applied to maintain the brake function. In addition, when the driver releases the brake pedal 100, the power-assisted motor 101 is de-energized so that the first elastic member 103 and the second elastic member 104 are automatically returned by their own elastic restoring force. The simulation of the characteristics of the brake pedal 100 is realized by the braking control method, and the existing hydraulic braking components are replaced by the cooperation of the booster motor 101 and the screw mechanism 106, so that the brake pedal simulator has the advantages of simple structure, no influence of various factors such as the existing hydraulic pressure and the like, good operation stability, quick response of the brake pedal and the like. In addition, although the screw mechanism 106 is used as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may have other reasonable arrangement structures.

Optionally, the first elastic member 103 and the second elastic member 104 are coil springs. This allows for a rapid and sensitive response to the drive force exerted by the thrust structure 102 and/or the booster motor 101 for extension and retraction. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 103 and the second elastic member 104 may adopt various reasonable structures in the case 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 extend and contract.

Alternatively, 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 one ends of the portions where the first elastic member 103 and the second elastic member 104 overlap each other are aligned in the axial direction. Here, in a state where the one ends of the overlapping portions of the first elastic member 103 and the second elastic member 104 are aligned in the axial direction, the first elastic member 103 extends toward the extending direction of the second elastic member 104, whereby the entire first elastic member 103 overlaps on the extending portion of the second elastic member 104. Therefore, the overall length of the brake pedal simulator can be reduced, the arrangement structure is compact, and the overall structure volume of the brake pedal simulator is minimized. The present disclosure is not limited thereto, and the structures of the first elastic member 103 and the second elastic member 104 may be specifically arranged according to the requirement of the actual elastic stiffness, for example, the first elastic member 103 and the second elastic member 104 may be formed as structures having the same extension length, or the like.

Optionally, the size of the first elastic element 103 is smaller than the size of the second elastic element 104, and the first elastic element 103 is located inside the second elastic element 104. Thereby, the thrust structure 102 and/or the booster motor 101 can be made to conveniently drive the first elastic member 103 and the second elastic member 104 to be compressed synchronously in the axial direction, while the overall structure of the brake pedal simulator can be minimized. The present disclosure is not limited thereto, 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 penetratingly arranged inside the first elastic member 103.

Alternatively, the one end of the overlapped portion of the first elastic member 103 and the second elastic member 104 is engaged with the thrust structure 102 through a first spring seat 110, the screw mechanism 106 is connected to or abutted against the first spring seat 110, a second spring seat 111 is provided on the other end of the second elastic member 104, the other end of the first elastic member 103 is supported on the second spring seat 111, and the one end of the first spring seat 110 is movable 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 assist screw 1061 of the screw mechanism 106 abuts against the first flange 115, the second spring seat 111 includes a second flange 116 and a second extension rod 118 extending from the second flange 116 in the axial direction, the first extension rod 117 is movably sleeved in the second extension rod 118 in the axial direction, the first elastic member 103 is disposed at a position between the first flange 115 and the second extension rod 118, and the second elastic member 104 is disposed at a position between the first flange 115 and the second flange 116. The extension length of the first elastic member 103 is less than that of the second elastic member 104, and at this time, the other end of the first elastic member 103 abuts against the second extension rod 118 of the second spring seat 111 along the axial direction, so that the first elastic member 103 and the second elastic member 104 can be ensured to be synchronously compressed in the process that the thrust structure 102 and/or the assisting motor 101 drives the first spring seat 110 to compress the first elastic member 103 and the second elastic member 104. 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 the two are completely overlapped in the axial direction, that is, both ends of the first elastic member 103 and the second elastic member 104 are respectively aligned in the axial direction, the other end of the first elastic member 103 may directly abut on the second flange 116 of the second spring seat 111, and the second extension rod 118 is located inside the first elastic member 103 and the second elastic member 104 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. The present disclosure is not limited thereto, and the structures of the first and second spring seats 110 and 111 may be appropriately designed according to the specific arrangement structure of the first and second elastic members 103 and 104. For example, when the extension length of the first elastic member 103 is less than the extension length of the second elastic member 104 and the first elastic member 103 overlaps with the middle portion of the second elastic member 104, that is, both ends of the first elastic member 103 are located at a position between both ends of the second elastic member 104, a stepped portion may be further formed between the first flange 115 and the first extension rod 117 of the first spring seat 110 in a protruding manner for abutting against one end of the first elastic member 103, and the other end of the first elastic member 103 may abut against the second extension rod 118 of the second spring seat 111. Thereby, the function of driving the first spring seat 110 by the thrust structure 102 and/or the booster motor 101 while compressing the first elastic member 103 and the second elastic member 104 can also be achieved.

Alternatively, as shown in fig. 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, the plurality of connecting rods 112 are engaged with the thrust structure 102, and the screw mechanism 106 is located at a position between the first spring seat 110 and the thrust structure 102. Thereby, the arrangement structure of the booster motor 101, the screw mechanism 106 and the first and second elastic members 103 and 104 is made compact and the modular design is facilitated. However, the present disclosure is not limited thereto, and the screw mechanism 106 may be disposed on a side of the second spring seat 111 away from the first spring seat 110, and the screw mechanism 106 may be movable in a direction of synchronous compression in the axial direction by the first spring seat 111 cooperating with the first elastic member 103 and the second elastic member 104. Thereby, the function of the screw mechanism 106 to compress the first elastic member 103 and the second elastic member 104 in the axial direction simultaneously can be easily and easily achieved. In addition, the matching form of the connecting rod 112 and the thrust structure 102 for the first spring seat 110 can adopt various structures, and can be realized by a threaded connection way. In the case of the screw coupling, the pedal pre-set force and the pedal idle stroke of the brake pedal 100 may be adjusted by adjusting the position of the screw coupling portion of the connecting rod 112. However, the present disclosure is not limited thereto, and the first spring seat 110 and the thrust structure 102 may be connected in other manners. Further, the plurality of links 112 may be connected to the first spring seat 110 by using a fastener such as a bolt, or may be directly formed as an integral structure with the first spring seat 110.

Alternatively, the thrust structure 102 includes a first thrust rod 1021 hinged to the brake pedal 100 and a second thrust rod 1022 hinged to the first thrust rod 1021 through a hinge base 1024 and capable of driving the first spring seat 110 to move in the axial direction, the hinge base 1024 is formed as a U-shaped base, hinge holes 1025 are formed on two side plates of the hinge base 1024 respectively, and the second thrust rod 1022 penetrates through a bottom plate 1026 of the hinge base 1024 and is screwed on the bottom plate 1026 through a nut 1027 provided on the bottom plate 1026 so as to be capable of adjusting the position in the axial direction. Wherein, the second thrust bar 1022 is hinged with the first thrust bar 1021 through a hinge hole 1025 on a hinge base 1024, and in addition, the pedal preset force and the pedal idle stroke of the brake pedal 100 can be adjusted through the threaded cooperation of a nut 1027 on a bottom plate 1026 and the second thrust bar 1022. However, the disclosure is not limited thereto, and the pedal preset force and the pedal idle stroke of the brake pedal 100 may be adjusted by other forms, for example, the first thrust rod 1021 or the second thrust rod 1022 may be arranged in a telescopic structure (for example, a structure of a sleeve rod and a sleeve pipe, which are engaged with each other in a threaded manner, and a sleeve pipe, which is sleeved on the outer circumferential surface of the sleeve rod) capable of being stretched and positioned in the axial direction, so as to adjust the pedal preset force and the pedal idle stroke in a telescopic manner. As another example, as mentioned above, adjusting the pedal preload force and the pedal lost motion is accomplished by the threaded engagement of the thrust structure 102 and the linkage of the first spring seat 110. And the above modified embodiments can be applied to the other three embodiments.

Optionally, the second thrust rod 1022 is formed as a ball stud, the thrust structure 102 further includes an abutment 1028 connected to the ball 1023 of the second thrust rod 1022, and a push disc 1029 connected to the first spring seat 110 and engaged with the abutment 1028, and the screw mechanism 106 is disposed at a position between the push disc 1029 and the first elastic member 103. The push disc 1029 may be located on an inner circumferential surface of the through hole of the mounting portion 105, and the docking head 1028 may be located by a fastening member such as a nut and may penetrate through the push disc 1029, where optionally, a through hole for penetrating the docking head 1028 may be formed on the push disc 1029, and a U-shaped pressure plate 10281 abutting against a side of the push disc 1029 close to the docking head 1028 may be formed on the docking head 1028. Thus, when the docking head 1028 is assembled and positioned with the push tray 1029, the U-shaped pressing plate 10281 abuts against a side of the push tray 1029 corresponding to the second thrust bar 1022, so that the push tray 1029 can be stably pushed by the U-shaped pressing plate 10281 such that the first elastic member 103 and the second elastic member 104 connected to the push tray 1029 through the first spring seat 110 are compressed in the axial direction. As described above, when the driver steps on the brake pedal 100 to change the displacement, the first thrust lever 1021, the second thrust lever 1022, the butt joint 1028, and the push plate 1029 also change the displacement, and the ball 1023 of the second thrust lever 1022 is engaged with the ball pair of the butt joint 1028, so that the second thrust lever 1022 can adapt to the change in angle, thereby preventing the occurrence of the motion interference with the butt joint 1023. However, the disclosure is not limited thereto, and optionally, the ball 1023 and the docking head 1028 may be matched by an arc, and the radius of curvature of the ball 1023 is smaller than the radius of curvature of the docking head 1028 corresponding to the arc-shaped matching surface of the ball 1023. Therefore, the ball 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 a proper range, so that the transmission process among the brake pedal 100, the thrust structure 102, the first elastic member 103 and the second elastic member 104 is smoother. For another example, the second thrust bar 1022 and the docking head 1028 may be connected by a universal joint or the second thrust bar 1022 may be directly abutted against the end surface of the docking head 1028. It should be noted that, in order to more reliably drive the first elastic member 103 and the second elastic member 104, the fitting structure of the docking head 1028 and the push disk 1029 may be modified appropriately in the arrangement of the thrust structure 102, in a case where the above-mentioned object is achieved and in a case where no contradiction occurs, and such modifications are all within the 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 may adopt various reasonable structures to be able to transmit the output torque of the booster motor 101 to the screw mechanism 106 at an appropriate transmission ratio, so that the screw mechanism 106 can reliably drive the first elastic member 103 and the second elastic member 104 to be compressed synchronously in the axial direction, thereby rapidly and accurately simulating the pedal force and the pedal stroke of the brake pedal 100.

Alternatively, the transmission mechanism includes a speed reducing mechanism connected to an output shaft 1011 of the assist motor 101, and a transmission gear 113 connected to an output end of the speed reducing mechanism, the screw mechanism 106 includes an assist screw 1061 engaged with the one end of the overlapping portion of the first elastic member 103 and the second elastic member 104, and an assist gear 1062 mounted on an outer circumferential surface of the assist screw 1061 and formed with an internal thread engaged with the assist screw 1061, and the transmission gear 113 is engaged with the assist gear 1062 through an idler gear 114. Here, the assist screw 1061 may be directly coupled to or abutted against the first spring seat 110 to be engaged with the first elastic member 103 and the second elastic member 104, so that the output torque of the assist motor 101 is transmitted to the assist screw 1061 through the reduction mechanism, the transmission gear 113, and the assist gear 1062 in this order, and the driving force of the assist screw 1061 is transmitted to the first elastic member 103 and the second elastic member 104 through the first spring seat 110, thereby allowing the first elastic member 103 and the second elastic member 104 to be synchronously compressed in the axial direction.

Here, the speed reducing mechanism may have various reasonable structures, for example, a worm gear speed reducing mechanism, a gear pair speed reducing mechanism, or other reasonable structures, so that the assist gear 1062 of the screw mechanism can obtain a proper transmission ratio to enable the assist screw 1061 engaged with the assist gear 1062 to drive the first elastic member 103 and the second elastic member 104 to be compressed in the axial direction with a proper driving force. Optionally, the transmission matching mechanism further comprises a speed reducing mechanism, and the output shaft 1011 of the assisting motor 101 is connected with the gear shaft 1061 through the speed reducing mechanism. Here, the reduction mechanism may have any of various suitable configurations, and for example, a gear pair reduction mechanism, a worm gear reduction mechanism, a planetary gear reduction mechanism, or the like may be used. Here, as shown in fig. 1, the speed reduction mechanism may be a planetary gear speed reduction mechanism 107, in the planetary gear speed reduction mechanism 107, a sun gear 1071 is connected to an output shaft 1011 of the booster motor 101, a carrier 1072 is connected to a wheel shaft of the transmission gear 113 as an output end of the speed reduction mechanism, and a ring gear 1073 is fixed in the housing 120 of the brake pedal simulator. Here, the planetary gear speed reduction mechanism 107 is provided with planetary gears 1074 that mesh with the sun gear 1071 and the ring gear 1073, and the carrier 1072 is provided at the center of the planetary gears 1074. Thus, the output torque of the assist motor 101 is reduced in speed and increased in distance by the planetary gear reduction mechanism 107, and is transmitted to the assist screw 1061 via the transmission gear 113, the idler gear 114, and the assist gear 1062. That is, the output torque of the assist motor 101 is transmitted to the assist screw 1061 via the sun gear 1071, the planetary gear 1074, and the carrier 1072, and then transmitted to the first elastic member 103 and the second elastic member 104 via the transmission gear 113, the idle gear 114, and the assist gear 1062, so that the first elastic member 103 and the second elastic member 104 are driven to be compressed synchronously during the axial movement of the assist screw 1061. By adopting the planetary gear speed reducing mechanism 107, the brake pedal simulator has the advantages of light overall weight and compact arrangement due to the fact that the planetary gear speed reducing mechanism 107 has the characteristics of light weight and small size. In addition, the transmission efficiency of the booster motor 101 can be effectively improved by providing the planetary gear speed reduction mechanism 107.

Optionally, the brake pedal simulator further comprises a controller 108 for controlling the operating state of the assist motor 101 and a sensor 109 for detecting the rotation speed of the assist motor 101. Wherein, a sensor 109 may be disposed on the output shaft of the booster motor 101, and the sensor 109 is electrically connected to the controller 108. Thus, when the driver steps on the brake pedal 100, the thrust structure 102 drives the first elastic member 103 and the second elastic member 104 to be compressed along the axial direction, the thrust structure 102 receives the reverse acting force provided by the cooperation of the first elastic member 103 and the second elastic member 104, when the brake pedal force applied to the brake pedal 100 by the reverse acting force reaches a preset value, the controller 108 controls the power-assisted motor 101 to be started so that the output torque thereof is transmitted to the first elastic member 103 and the second elastic member 104 through the planetary reduction mechanism 107 and the screw mechanism 106 to provide power assistance for the brake pedal 100 and the thrust structure 102, wherein the first elastic member 103 and the second elastic member 104 are synchronously driven by the screw mechanism 106 to be compressed along the axial direction, so that the brake pedal 100 and the thrust structure 102 are further subjected to displacement change, and because the screw mechanism 106 receives a part of the reverse acting force provided by the cooperation of the first elastic member 103 and the second elastic member 104, the reaction force received by the thrust structure 102 can thereby be reduced, so that the brake pedal 100 obtains an appropriate brake pedal force, and thus the target values of the pedal force and the pedal stroke of the brake pedal 100 can be simulated. Among them, the sensor 109 is used to detect the rotation speed of the power-assisted motor 101 in real time and can feed back to the controller 108 in real time to monitor the pedal stroke of the brake pedal 100 in real time, thereby improving the operational reliability of the brake pedal simulator.

Alternatively, as shown in fig. 5, the brake pedal simulator includes a housing 120, and the housing 120 includes the mounting portion 105, a first housing portion 1201 for accommodating the screw mechanism 106 (and the transmission gear 113 and the idler gear 114), a second housing portion 1202 for accommodating the assist motor 101, and a third housing portion 1203 for accommodating the first elastic member 103 and the second elastic member 104, wherein an end of the second elastic member 104 abuts against an inner end wall of the third housing portion 1203. The mounting portion 105, the first housing portion 1201, the second housing portion 1202, and the third housing portion 1203 are connected to each other. The first housing part 1201, the second housing part 1202, and the third housing part 1203 may be assembled integrally by fasteners such as bolts. In addition, the first housing portion 1201 may have oil holes formed therein for supplying lubricating oil to the screw mechanism 106 and the transmission mechanism. In addition, the mounting portion 105 may be mounted to the vehicle body by a fastener 1051 such as a bolt, and the brake pedal 100 may be exposed to the cab, and the thrust structure 102 may be selectively partially exposed to the cab according to actual conditions, so as to facilitate the operation and reduce the installation space of the brake pedal simulator in the engine compartment. In addition, a dust cover 1204 for covering a part of the outer circumferential surface of the second thrust rod 1022 may be provided on the fitting portion 105 to perform sealing and dust-proof functions. The brake pedal simulator has the effects of compact arrangement and modular design through the structure. However, the present disclosure is not limited thereto, and the structure of the housing 120 may be appropriately determined according to the arrangement structure of the brake pedal simulator.

The above description has described the structure of the brake pedal simulator in the first embodiment with reference to fig. 1 to 5, and the features of the first embodiment, such as the brake pedal structure, the first thrust rod, the second thrust rod, etc., can be applied to other embodiments described below without departing from the concept of the present invention. A third embodiment having the same arrangement structure as the first embodiment described above, in which the first elastic member and the second elastic member are connected in series, will be described in detail below with reference to fig. 12 to 15.

As shown in fig. 12, according to a third embodiment of the present disclosure, there is provided a brake pedal simulator, comprising 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 on one side of the fitting portion 305 in an axial direction 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 a portion where the first elastic member 303 and the second elastic member 303 overlap each other to be able to drive the first elastic member 303 and the second elastic member 304 to simultaneously expand and contract in the axial direction, the first elastic member 303 and the second elastic member 304 cooperating together to provide a pedal preset force to the brake pedal 300, an output shaft 3011 of the booster motor 301 cooperating with the one end of the portion where the first elastic member 303 and the second elastic member 304 overlap each other through a rack and pinion mechanism 306, to provide assistance to the thrust structure 302. Wherein, the first elastic member 303 and the second elastic member 304 are used as simulation elements of pedal force and pedal stroke of the brake pedal 300, and in an initial state (i.e. in a case that 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 a case that one of the first elastic member 303 and the second elastic member 304 fails, the other one can still make the brake pedal 300 maintain 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 be compressed in the axial direction at the same time, the thrust structure 302 receives the reverse acting force provided by the cooperation of the first elastic member 303 and the second elastic member 304, and when the brake pedal force applied to the brake pedal 300 by such a reverse acting force reaches a preset value, the assisting motor 301 is started so that the output torque thereof is converted into a force for driving the first elastic member 303 and the second elastic member 304 to be compressed in the axial direction through the rack-and-pinion mechanism 306 to provide assisting force for the brake pedal 300 and the thrust structure 302, specifically, the rack-and-pinion mechanism 306 drives one end of at least the mutually overlapped part of the first elastic member 303 and the second elastic member 304 to be compressed in the axial direction synchronously, so that the brake pedal 300 and the thrust structure 302 are further subjected to displacement change, and because the rack-and-pinion mechanism 306 receives a part of the reverse acting force provided by the first elastic member 303 and the second elastic member 304, the reaction force received by the thrust structure 302 can thereby be reduced, so that the brake pedal 300 obtains an appropriate brake pedal force, and the target values of the pedal force and the pedal stroke of the brake pedal 300 can be simulated. Here, when the booster motor 301, the rack and pinion mechanism 306, the first elastic member 303, the second elastic member 304, or other components fail and fail to operate normally, the brake pedal 300 can be provided with a base pedal force by the first elastic member 303 and/or the second elastic member 304 that have not failed, and a brake feel of the brake pedal 300 can be achieved, so that braking can be continued and a braking function can be maintained. In addition, when the driver releases the brake pedal 300, the power-assisted motor 301 is de-energized 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 brake pedal 300 are simulated by the braking control method, and the existing hydraulic braking components are replaced by the cooperation of the boosting motor 301 and the gear rack mechanism 306, so that the brake pedal simulator has the advantages of simple structure, no influence of various factors such as the existing hydraulic pressure and the like, good operation stability, quick response of the brake pedal and the like. In addition, although the rack and pinion mechanism 306 is used as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may have other reasonable arrangement structures.

Optionally, the first elastic member 303 and the second elastic member 304 are coil springs. This allows for a rapid and sensitive response to the drive force applied by the thrust structure 302 and/or the booster motor 301 for extension and retraction. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 303 and the second elastic member 304 may have various reasonable structures in the case 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 extend and retract.

Alternatively, 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 one ends of the portions where the first elastic member 303 and the second elastic member 304 overlap each other are aligned in the axial direction. The technical features and operational effects described above are the same as those of the first embodiment, and detailed description thereof will be omitted herein to avoid redundancy. The present disclosure is not limited thereto, and the structures of the first elastic member 303 and the second elastic member 304 may be specifically arranged according to the requirement of the actual elastic stiffness, for example, the first elastic member 303 and the second elastic member 304 may be formed as structures having the same extension length, or the like.

Optionally, the size of the first elastic member 303 is smaller than that of the second elastic member 304, and the first elastic member 303 is located inside the second elastic member 304. Thereby, the thrust structure 302 and/or the booster motor 301 can be made to conveniently drive the first elastic member 303 and the second elastic member 304 to be compressed in the axial direction synchronously, while the overall structure of the brake pedal simulator can be minimized. The present disclosure is not limited thereto, 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 penetratingly arranged inside the first elastic member 303.

Alternatively, the one end of the mutually overlapped 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, the first end of the rack 3062 of the rack-and-pinion mechanism 306 is connected with 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 one end of the first spring seat 310 is movable in the axial direction with respect to the second spring seat 311. 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, 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 extending rod 315 extending from the second flange 314 in the axial direction, the first extending rod 313 is movably sleeved in the second extending rod 315 in the axial direction, the first elastic member 303 is disposed between the first flange 312 and the second extending rod 315, and 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 that of the second elastic member 304, and at this time, the other end of the first elastic member 303 abuts against the second extension rod 318 of the second spring seat 311 in the axial direction, so that the first elastic member 303 and the second elastic member 304 can be ensured to be synchronously compressed 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 assisting motor 301. 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 respectively aligned in the axial direction, the other end of the first elastic member 303 may directly abut on the second flange 316 of the second spring seat 311, and the second extension rod 318 is located inside the first elastic member 303 and the second elastic member 304 and movably connected with the first extension rod 317. Thus, 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 through a reasonable arrangement structure. The present disclosure is not limited thereto, and the structures of the first spring seat 310 and the second spring seat 311 may 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 less than the extension length of the second elastic member 304 and the first elastic member 303 overlaps with the middle portion of the second elastic member 304, that is, when both ends of the first elastic member 303 are located at a position between the two ends of the second elastic member 304, a step portion may be formed between the first flange 315 and the first extension rod 317 of the first spring seat 310 in a protruding manner for abutting against one end of the first elastic member 303, and the other end of the first elastic member 303 may abut against the second extension rod 318 of the second spring seat 311. Thereby, the function of driving the first spring seat 310 by the thrust structure 302 and/or the booster motor 301 while compressing the first elastic member 303 and the second elastic member 304 can also be achieved.

Alternatively, as shown in fig. 12, the thrust structure 302 includes 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. Here, the second thrust rod 3022 may abut against the second end of the rack 3062, or may 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, the second thrust rod 3022 may be restored to the initial position by elastic restoring forces of the first elastic member 303 and the second elastic member 304 when braking is stopped. Here, optionally, the first end of the rack 3062 is formed with a first mating flange 316 that abuts the first spring seat 310, and the second end is formed with a second mating flange 317 that mates with the second thrust rod 3022. Thus, the power transmission between the thrust structure 302 and 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 configured as described above. However, the present disclosure is not limited thereto, and the rack 3062 may be engaged with the first spring seat 310 and the second thrust rod 3022 by other reasonable structures, for example, both ends of the rack 3062 are directly connected to the second thrust rod 3022 and the first spring seat 310 without forming the first engaging flange 316 and the second engaging flange 317, which also enables power transmission among the thrust structure 302, the first spring seat 310, the first elastic member 303, and the second elastic member 304.

Alternatively, the second thrust rod 3022 is formed as a ball stud, and the ball 3023 of the second thrust rod 3022 is arc-fit to the second mating flange 317. Accordingly, when the driver steps on the brake pedal 300 to change the displacement thereof, the first thrust rod 3021 and the second thrust rod 3022 also change the displacement thereof, and the ball 3023 of the second thrust rod 3022 is engaged with the arc surface of the first spring seat 310, so that the second thrust rod 3022 can adapt to the change of the angle, thereby preventing the occurrence of the motion interference phenomenon. Optionally, the radius of curvature of the ball head 3023 is smaller than the radius of curvature of the arcuate mating surface of the second mating flange 317. Thus, the relative movement between the ball 3023 of the second thrust rod 3022 and the arc-shaped mating surface of the second mating flange 317 is allowed within a proper range, so that the transmission process among the brake pedal 300, the thrust structure 302, the first elastic member 303 and the second elastic member 304 is smoother. However, the present disclosure is not limited thereto, and the engagement between the thrust structure 302 and the second engagement flange 317 may adopt other reasonable structures, for example, the second thrust rod 3022 and the first spring seat 310 may adopt a ball-pair engagement, a universal joint connection, or a form in which the second thrust rod 3022 directly abuts against a flat end surface of the second engagement flange 317.

Alternatively, as shown in fig. 13, a hinge end of the second thrust rod 3022 is provided with a U-shaped hinge seat 3024 screwed thereto, hinge holes 3025 are formed on both side plates of the hinge seat 3024, and the second thrust rod 3022 penetrates through a bottom plate 3026 of the hinge seat 3024 and is screwed to the bottom plate 3026 by a nut 3027 provided on the bottom plate 3026 so as to be adjustable in position in the axial direction. The second thrust rod 3022 is hinged to the first thrust rod 3021 through a hinge hole 3025 of a hinge base 3024, and the pedal pre-set force and the pedal idle stroke of the brake pedal 300 can be adjusted by screwing a nut 3027 of a bottom plate 3026 to the second thrust rod 3022. However, the present disclosure is not limited thereto, and the pedal preset force and the pedal idle stroke of the brake pedal 300 may be adjusted in other forms, for example, the first thrust rod 3021 or the second thrust rod 3022 may be arranged in a telescopic structure (for example, a structure of a sleeve rod and a sleeve pipe, which are engaged with each other in a threaded manner, and the sleeve pipe is sleeved on the outer circumferential surface of the sleeve rod) capable of being stretched and positioned in the axial direction, so as to adjust the pedal preset force and the pedal idle stroke in a telescopic manner. And such modified embodiments can be applied to other embodiments. Alternatively, a part of the second thrust rod 3022 near the ball head 3023 is sleeved with a locking seat 3028, a plurality of locking protrusions 3029 extending in the axial direction are arranged on the outer peripheral surface of the locking seat 3028 at intervals in the circumferential direction, and one end of the first spring seat 310 corresponding to the locking seat 3028 is formed with a locking groove 3101 matched with the locking protrusion 3029. Here, the locking seat 3028 may be loosely fitted to the outer circumferential surface of the second thrust rod 3022, so that it is possible to prevent the locking seat 3028 from interfering with the movement of the second thrust rod 3022 according to the position change of the brake pedal 300 and the first thrust rod 3021. As described above, the second thrust rod 3022 and the first elastic member 303 can be reliably connected by the engagement of the locking projection of the locking seat 3028 and the locking concave groove 3101 of the first spring seat 310. However, the disclosure is not limited thereto, and the form of the engagement between the thrust structure 302 and the first elastic member 303 may adopt other reasonable structures.

Alternatively, the rack and pinion mechanism 306 includes a gear shaft 3061 and a rack gear 3062, the gear shaft 3061 is connected to the output shaft 3011 of the assist motor 301 and is provided with an assist gear 3063 engaged with the rack gear 3062, a first end of the rack gear 3062 is engaged with the one end of the overlapping portion of the first elastic member 303 and the second elastic member 304, and a second end of the rack gear 3062 is engaged with the thrust structure 302. Here, as for the connection of the rack 3062 with the thrust structure 302 and the first spring seat 310, the fitting by the structure of the first fitting flange 316 and the second fitting flange 317 as described above may be employed. The present disclosure is not particularly limited as long as the rack 3062 can be made to receive an output force from the booster motor 301 by meshing with the booster gear 3063, or a pedal force from the brake pedal through the thrust structure 302, so that the rack 3062 can bring the first elastic member 303 and the second elastic member 304 to be compressed synchronously in the axial direction.

Alternatively, the output shaft 3011 of the assist motor 301 is connected to the gear shaft 3061 through a speed reduction mechanism. Here, the reduction mechanism may have any of various suitable configurations, and for example, a gear pair reduction mechanism, a worm gear reduction mechanism, a planetary gear reduction mechanism, or the like may be used. Alternatively, the speed reduction mechanism is a planetary gear speed reduction mechanism 307, 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 the housing 320 of the brake pedal simulator. Planetary gear 3074 meshed with the sun gear 3071 and the ring gear 3073 is arranged in the planetary gear speed reducing mechanism 307, and a planetary carrier 3072 is arranged at the center of the planetary gear 3074. Thereby, the output torque of the booster motor 301 is reduced in speed and increased in pitch by the planetary reduction mechanism 307, and is transmitted to the rack 3062 via the booster gear 3063. That is, the output torque of the booster motor 301 is transmitted to the rack 3062 via the booster gear 3063 on the gear shaft 3061 connected to the planetary carrier 3072 by a key, a spline connection, or the like after passing through the sun gear 3071, the planetary gear 3074, and the planetary carrier 3072, so that the rack 3062 drives the first elastic member 303 and the second elastic member 304 to synchronously extend and retract during the axial movement of the rack 3062. By adopting the planetary gear speed reducing mechanism 307, the brake pedal simulator has the advantages of light overall weight and compact arrangement due to the fact that the planetary gear speed reducing mechanism 307 has the characteristics of light weight and small size. In addition, the transmission efficiency of the booster motor 301 can be effectively improved by providing the planetary gear speed reducing mechanism 307.

Alternatively, 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. Therefore, in a state that the brake pedal simulator is assembled to the vehicle body through the assembling portion 305 by the fastener 3051 such as a bolt, the booster motor 301, the reduction mechanism and the rack and pinion mechanism 306 are reasonably arranged in a limited space of the engine compartment, so that the effects of compact structure and small occupied installation space volume are achieved. The present disclosure is not limited thereto, and the arrangement positional relationship between the above-described components can be flexibly changed without contradiction, and such changes are within the scope of the claims of the present disclosure.

Alternatively, as shown in fig. 12, a displacement sensor 318 for detecting a displacement of the rack 3062 is provided on a side of the fitting portion 305 close to the rack 3062 of the rack-and-pinion mechanism 306. The displacement sensor 318 may be fixed to the mounting portion 305, and the displacement sensor 318 may be provided with a mounting boss protruding toward one side of the first elastic member 303 and the second elastic member 304, the mounting boss having a mounting hole 3181 formed therein, and the gear shaft 3061 of the rack and pinion mechanism 306 being supported on the mounting hole 3181, thereby enabling reliable positioning. By the above-described structure, that is, by detecting the displacement change of the rack 3062 of the rack and pinion mechanism 306 in real time by the displacement sensor 318, the rack 3062 of the rack and pinion mechanism 306 can receive the driving force provided by the booster motor 301 and/or the thrust structure 302 to drive the first elastic member 303 and the second elastic member 304 to be synchronously compressed in the axial direction, so that the brake pedal simulator can accurately simulate the target values of the pedal force and the pedal stroke of the brake pedal 300.

Optionally, the brake pedal simulator further comprises a controller 308 for controlling the operating state of the assist motor 301 and a sensor 309 for detecting the rotation speed of the assist motor 301. The sensor 309 may be connected to an output shaft of the assist motor 301, and may be connected to the output shaft of the assist motor 301 through a gear shaft 3061 of the rack-and-pinion mechanism 306, for example. Specifically, the sensor 309 may be disposed at an end of the gear shaft 3061 opposite the output shaft 3011 and the sensor 309 may be integrated with the controller 308 and electrically connected to the controller 308. The booster motor 301 and the planet wheel speed reducing mechanism 307 can be located on one side of the rack and pinion mechanism 306, and the sensor 309 and the controller 308 are located on the other side of the rack and pinion mechanism 306, so that the structural arrangement of the brake pedal simulator is more reasonable. With the above-described 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 be compressed in the axial direction at the same time, the thrust structure 302 receives the reverse force provided by the first elastic member 303 and the second elastic member 304 cooperating with each other, and when the brake pedal force applied to the brake pedal 300 by such reverse force reaches a preset value, the controller 308 controls the start-up assist motor 301 such that the output torque thereof 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 the assist force to the brake pedal 300 and the thrust structure 302, wherein the first elastic member 303 and the second elastic member 304 are synchronously driven by the rack-and-pinion mechanism 306 to be compressed in the axial direction, so that the brake pedal 300 and the thrust structure 302 are further displaced and because the rack-and-pinion mechanism 306 receives a part of the reverse force provided by the first elastic member 303 and the second elastic member 304 cooperating with each other, the reaction force received by the thrust structure 302 can thereby be reduced, so that the brake pedal 300 obtains an appropriate brake pedal force, and the target values of the pedal force and the pedal stroke of the brake pedal 300 can be simulated. Wherein the sensor 309 is used for detecting the rotation speed of the power-assisted motor 301 in real time and feeding back the same to the controller 308 in real time so as to be able to monitor the pedal stroke of the brake pedal 300 in real time, the target values of the pedal force and the pedal stroke of the brake pedal 300 can be more accurately simulated by cooperating with the displacement sensor 318 capable of detecting the displacement change of the thrust structure 302 in real time as described above, thereby further improving the operational reliability of the brake pedal simulator. In addition, here, the displacement sensor 318 may be electrically connected to the controller 308, or may also be electrically connected to another control unit, such as a brake control unit in a vehicle brake system, so that a function of simultaneously detecting the displacement of the rack 3062 and the rotation speed of the assist motor 301 is realized by the displacement sensor 318 and the sensor 309, thereby minimizing the deviation of the simulated pedal force of the brake pedal 300 and the target value of the pedal stroke.

Alternatively, as shown in fig. 14 and 15, the brake pedal simulator includes a housing 320, and the housing 320 includes the mounting portion 305, a first housing portion 3201 for accommodating the first elastic member 303, the rack and pinion mechanism 306, and the second elastic member 304, a second housing portion 3202 for accommodating the booster motor 301, the speed reduction mechanism, and the like, and a third housing portion 3203 for accommodating the controller 308 and the sensor 309, wherein an end portion of the second elastic member 304 abuts against an inner end wall of the first housing portion 3201, and the thrust structure 302 is exposed from the first housing portion 3201 and the mounting portion 305. Wherein the mounting portion 305, the first housing portion 3201, the second housing portion 3202, and the third housing portion 3203 communicate with each other. The first, second, and

third housing portions

3201, 3202, and 3203 may be assembled integrally by fasteners such as bolts, and the second and

third housing portions

3202 and 3203 may be located on opposite sides of the first housing portion 3201. 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 mounting portion 305 may be mounted to the vehicle body by a fastener 3051 such as a bolt, in which the brake pedal 300 is exposed to the cabin, and the thrust structure 302 may be selectively partially exposed to the cabin for operation. In addition, a dust cover 3204 for covering a part of the outer circumferential surface of the second thrust rod 3022 may be provided on the fitting portion 305 to perform a sealing and dust-proof function. The brake pedal simulator has the effects of compact arrangement and modular design through the structure. However, the present disclosure is not limited thereto, and the structure of the housing 320 may be appropriately designed according to the arrangement structure of the brake pedal simulator.

The above description describes the structure of the brake pedal simulator in the third embodiment with reference to fig. 12 to 15, and the features of the present embodiment and the first embodiment can be replaced and combined without contradiction, and thus the present disclosure will not be described in detail herein.

The two embodiments described above both adopt an arrangement mode in which the first elastic member and the second elastic member are connected in series, and the following two embodiments adopt an arrangement mode in which the first elastic member and the second elastic member are connected in parallel.

First, according to the second and fourth embodiments, a brake pedal simulator as follows is disclosed. The brake pedal simulator comprises a brake pedal, a thrust structure and a plurality of elastic pieces, wherein a part of elastic pieces in the elastic pieces provide pedal preset force for the brake pedal, the thrust structure is hinged to the brake pedal and matched with the part of elastic pieces to sequentially drive the part of elastic pieces and the rest of elastic pieces in the elastic pieces to stretch out and draw back along the axial direction, the brake pedal simulator has a first working state and a second working state, the part of elastic pieces are compressed in the first working state, and the part of elastic pieces and the rest of elastic pieces are synchronously compressed in the second working state.

Here, providing the brake pedal with the pedal preset force for a part of the plurality of elastic members may be achieved in such a manner that the part of the plurality of elastic members is engaged with the thrust structure in an initial state (i.e., a state where the brake pedal is not depressed), and the rest of the plurality of elastic members is not engaged with the thrust structure and/or the part of the plurality of elastic members in the initial state. After the brake pedal is stepped on, the thrust structure drives the elastic parts to stretch out and draw back along the axial direction, and after the brake pedal moves to a preset pedal stroke, the thrust structure is directly matched with the other elastic parts in sequence (for example, in a contact mode and the like) or the thrust structure is matched with the other elastic parts through the elastic parts to realize the function of driving the other elastic parts to stretch out and draw back along the axial direction. In addition, the above mentioned sequential driving means a driving manner of driving a part of the elastic members to expand and contract in the axial direction and then driving the other elastic members to expand and contract in the axial direction, wherein in the process of driving the other elastic members to expand and contract in the axial direction, the part of the elastic members can expand and contract in the axial direction along with the other elastic members. More specifically, when the number of the elastic members is a plurality, and the number of the elastic members is a plurality, the elastic members is used as a first elastic module group, and the remaining elastic members are used as a second elastic module group, in this case, the first elastic module group and the second elastic module group are used as reference points for sequential driving, that is, the first elastic module group is driven to axially extend and contract, and then the second elastic module group is driven to axially extend and contract, and the specific driving manner between the elastic members in the first elastic module group and between the elastic members in the second elastic module group is not limited in the present disclosure. For example, the elastic members in the first elastic module group may be simultaneously axially extended and retracted, the elastic members in the second elastic module group may be simultaneously axially extended and retracted, or the elastic members in the second elastic module group may be sequentially axially extended and retracted.

As described above, some of the plurality of elastic members provide a basic pedal reaction force to the brake pedal, and when the brake pedal is depressed, some of the plurality of elastic members and the remaining elastic members are sequentially driven to expand and contract in the axial direction, so that a reliable braking feeling of the brake pedal can be provided, and thus an accurate brake pedal force can be simulated. In addition, when the rest elastic members in the plurality of elastic members have faults, the basic pedal reaction force can be always provided for the thrust structure through the part elastic members in the plurality of elastic members, and the braking feeling of the brake pedal can also be provided, so that the braking can be continuously carried out, the normal work of the braking system can be ensured, and the braking function can be kept. The brake pedal simulator has the advantages of good operation stability, corresponding rapidness of the brake pedal and the like.

Optionally, the brake pedal simulator comprises a booster for driving the elastic member to further extend and retract so as to be able to provide an assistance force for the thrust structure to drive the elastic member. The boosting device may have various structures, for example, a single structure of a simple telescopic mechanism such as a driving cylinder, a jack, and the like, such as an electric cylinder, an air cylinder, a hydraulic cylinder, and the like, or a structure assembly in which various mechanical transmission mechanisms, such as a gear pair, a rack-and-pinion pair, a worm-and-gear pair, a belt transmission pair, a screw pair, and the like, are mutually engaged in a transmission manner.

Optionally, the elastic member comprises a first elastic member and a second elastic member arranged along the axial direction, the first elastic member provides the pedal preset force for the brake pedal, and the power assisting device is matched with the first elastic member and/or the second elastic member. The number of the elastic members is not limited to two, and may be appropriately selected according to the actual situation. The two elastic members are connected in parallel, and can be sequentially compressed along the axial direction under the driving of the thrust structure and/or the power assisting device, namely, the first elastic member is firstly compressed along the axial direction when being initially driven, then the second elastic member is driven to be compressed along the axial direction, and the first elastic member is compressed along with the second elastic member in the process of compressing the second elastic member. In particular, the arrangement may be such that, under the drive of the thrust structure and/or the booster, the first elastic element is brought into contact with the second elastic element during compression, while further compressing. Although only the process of compressing the first elastic member and the second elastic member has been specifically described in the above description, there may be a working process in which the first elastic member and the second elastic member are moved from the current compression position toward the direction in which the elastic member is extended by a reverse driving force opposite to the driving force currently provided (i.e., a resistance provided by the thrust structure to the driving of the elastic member) during the process of compressing the first elastic member and the second elastic member, and there may be various reasonable arrangements for the arrangement of the two elastic members, the two elastic members may be arranged at intervals in the axial direction, or the two elastic members may be arranged partially overlapping in the axial direction. In the above description, although the arrangement structure of two elastic members has been described, the parallel connection manner described above may be applied to one or more elastic members. For example, the elastic member includes a first elastic unit juxtaposed by a plurality of first elastic members arranged at intervals in the circumferential direction and a second elastic unit juxtaposed by a plurality of second elastic members arranged at intervals in the circumferential direction. The parallel connection described above can also be applied to the spring of this construction.

Optionally, the power assisting device comprises a power assisting motor and a transmission matching mechanism matched with the power assisting motor and the first elastic piece and/or the second elastic piece, so that power assisting can be provided for driving of the thrust structure through the transmission matching mechanism. Here, various reasonable arrangement structures can be adopted for the transmission matching mechanism as long as the function of transmitting the output torque of the power assisting motor to the first elastic member and/or the second elastic member to provide power assistance for the thrust structure can be realized. For example, optionally, the transmission matching mechanism comprises a screw mechanism or a rack and pinion mechanism, an output shaft of the power-assisted motor can be matched with the second elastic element through the screw mechanism or the rack and pinion mechanism so as to provide power assistance for driving of the thrust structure, in the first working state, the first elastic element is compressed through the thrust structure, and in the second working state, the first elastic element and the second elastic element are synchronously compressed through matching of the thrust structure and the power-assisted motor. However, the present disclosure is not limited to the above configuration, and the transmission engagement mechanism may be a plurality of configurations such as a gear pair transmission mechanism, a worm gear transmission mechanism, a belt transmission mechanism, and a chain transmission mechanism, or may be a combination of the plurality of configurations described above.

A brake pedal simulator according to a second embodiment of the present disclosure will be described in detail below with reference to fig. 6 to 11.

As shown in fig. 6, according to a second embodiment of the present disclosure, there is provided a brake pedal simulator, comprising a brake pedal 200, an assist motor 201, a fitting portion 205 for fitting to a vehicle body, a first elastic member 203 and a second elastic member 204 arranged on one side of the fitting portion 205 in an axial direction and overlapping each other along the axial portion, a thrust structure 202 hinged to the brake pedal 200 and cooperating with the first elastic member 203 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, the first elastic member 203 providing a pedal preset force to the brake pedal 200, an output shaft 2011 of the assist motor 201 cooperating with the first elastic member 203 through a screw mechanism 206 to be able to provide assist force to the thrust structure 202, wherein the brake pedal simulator has a first operating state and a second operating state, in the first working state, the first elastic member 203 is compressed by the thrust structure 202, and in the second working state, the first elastic member 203 and the second elastic member 204 are compressed synchronously by the cooperation of the thrust structure 202 and the booster motor 201.

Here, the first elastic member 203 and the second elastic member 204 serve as simulation elements of pedal force and pedal stroke of the brake pedal 200, and in an initial state (i.e., in a state where the brake pedal 200 is not depressed), the first elastic member 203 is in a compressed state to provide a pedal preset force to the brake pedal 200, and the second elastic member 204 is in a separated state 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 operating state, the first elastic member 203 is compressed by the thrust structure 202, and the second elastic member 204 is still in a separated state from the first elastic member 203 and does not transmit power to the first elastic member 203 and the thrust structure 202 as in the first initial state. In the second working state, the first elastic element 203 and the second elastic element 204 are engaged and are both in a compressed state.

It should be noted that there may be transition states between the first operating state and the second operating state according to different designs of the stiffness of the first elastic element 203 and the second elastic element 204. For example, in the case that the stiffness of the first elastic element 203 is small, the second operating state has a first transition state, that is, the second elastic element 204 can be compressed simultaneously due to the cooperation between the first elastic element 203 and the second elastic element 204 only during the process of compressing the first elastic element 203 by the thrust structure 202, that is, the thrust structure 202 compresses the first elastic element 203 and the second elastic element 204 together, and at this time, the booster motor 201 is not started yet. And a second transition state exists in the first operating state when the stiffness of the first elastic member 203 is large, that is, in the first operating 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 assist motor 201 is activated, so that the cooperation of the thrust structure 202 and the assist motor 201 further compresses the first elastic member 203, while in this second transition state, the first elastic member 203 is not yet engaged with the second elastic member 204.

Here, the operation of the brake pedal simulator for changing 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, and in this first operating state, the thrust structure 202 receives the reverse acting force provided by the first elastic member 203, and this operation is in the first operating state. When the first elastic member 203 cooperates with the second elastic member 204 during the compression process, so that the thrust structure 202 drives the first elastic member 203 and the second elastic member 204 to compress together, at this time, the thrust structure 202 is subjected to the reverse force provided by the cooperation of the first elastic member 203 and the second elastic member 204, and the process is in the first transition state. When the brake pedal force acting on the brake pedal 200 by such a reverse acting force reaches a preset value, the boosting motor 201 is started so that the output torque thereof is transmitted to the second elastic member 204 and the first elastic member 203 through the screw mechanism 206 to provide boosting for the brake pedal 200 and the thrust structure 202, while 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 subjected to displacement change, and at this time, because the screw mechanism 206 bears a part of the reverse acting force provided by the first elastic member 203 and the second elastic member 204, the reverse acting force applied to the thrust structure 202 can be reduced, so that the brake pedal 200 obtains a proper brake pedal force, and the target value of the pedal stroke of the brake pedal 200 can be simulated.

In addition, the operation of the brake pedal simulator to transition from the first operating 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 along the axial direction, and the thrust structure 202 is subjected to the reverse acting force provided by the first elastic member 203, and the operation process is in the first operation state. When the brake pedal force acting on the brake pedal 200 by the reverse acting force during the process of further compressing the first elastic member 203 reaches a preset value, the boosting motor 201 is started to enable the output torque thereof to be transmitted to the first elastic member 203 through the screw mechanism 206 to provide boosting force for the thrust structure 202 so as to further compress the first elastic member 203, and at this time, the first elastic member 203 is not matched with the second elastic member 204, and the thrust structure 202 is still subjected to the reverse acting force provided by the first elastic member 203, so that the working process is in a second transition state. After the screw mechanism 206 further compresses the first elastic member 203, so that the first elastic member 203 is matched with the second elastic member 204, the second elastic member 204 can be simultaneously compressed, the brake pedal 200 and the thrust structure 202 are further subjected to displacement change, and at the moment, because the screw mechanism 206 bears a part of reverse acting force provided by the first elastic member 203 and the second elastic member 204, the reverse acting force applied to the thrust structure 202 can be reduced, so that the brake pedal 200 obtains proper brake pedal force, and the pedal force of the brake pedal 200 and the target value of the pedal stroke can be simulated.

In both cases, when the parts such as the assist motor 201, the screw mechanism 206, and/or the second elastic member 204 fail to operate normally, the first elastic member 203 provides the brake pedal 200 with the base pedal force, so that the brake pedal 200 can feel the brake, and the brake can be continuously applied to maintain the braking function. In addition, when the driver releases the brake pedal 200, the power of the assist motor 201 is cut off, so that the first elastic member 203 and the second elastic member 204 are automatically returned by the elastic restoring force thereof.

The characteristics of the brake pedal 200 are simulated by the braking control method, and the existing hydraulic braking components are replaced by the cooperation of the booster motor 201 and the screw mechanism 206, so that the brake pedal simulator has the advantages of simple structure, no influence of various factors such as the existing hydraulic pressure and the like, good operation stability, quick response of the brake pedal and the like. In addition, although the screw mechanism 206 is used as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may have other reasonable arrangement structures. Further, by arranging the first elastic member 203 and the second elastic member 204 to partially overlap each other, it is possible to reduce the overall size of the brake pedal simulator in the axial direction, so that the overall structure of the brake pedal simulator is miniaturized, saving the arrangement space.

It should be noted that in the following fourth embodiment, which employs the same parallel arrangement of the first elastic member and the second elastic member as in the present embodiment, the rigidity of the brake pedal may be changed in the corresponding operating state of the brake pedal simulator. That is, for example, in the first operating state, the rigidity of the brake pedal is determined by the rigidity of the first elastic member, and in the second operating state, the rigidity of the brake pedal is determined by the rigidity of the first elastic member and the second elastic member, whereby the rigidity of the brake pedal in the first operating state is different from the rigidity of the brake pedal in the second operating state, and it can be understood that the rigidity of the brake pedal in the first operating state is the rigidity of the first elastic member, and the rigidity of the brake pedal in the second operating state is the sum of the rigidities of the first elastic member and the second elastic member. Further, specific technical features regarding the above-described first transition state and 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 to compress the second elastic member 204 during the compression of the first elastic member 203. Here, the screw mechanism 206 may be arranged to cooperate with the second elastic member 204 by being connected 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 together drive the first elastic member 203 to compress, and the second elastic member 204 is compressed along with the first elastic member 203 by the cooperation of the first elastic member 203 and the second elastic member 204 during the compression of the first elastic member 203. However, the disclosure is not limited thereto, the screw mechanism 206 may be arranged to directly drive the second elastic member 204 to compress, and the second elastic member 204 may further drive the first elastic member 203 to compress by cooperating with the first elastic member 203.

Optionally, the first elastic member 203 and the second elastic member 204 are coil springs. This allows for a rapid and sensitive response to the drive force exerted by the thrust structure 202 and/or the booster motor 201. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 203 and the second elastic member 204 may adopt various reasonable structures in the case 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 extend and contract.

Optionally, the size of the first elastic member 203 is smaller than that of the second elastic member 204, and a portion of the first elastic member 203 is located inside the second elastic member 204 and one end of the first elastic member protrudes from the second elastic member 204 along the axial direction. The end of the first elastic element 203 protruding from the second elastic element 204 is driven by the thrust structure 202 and/or the assisting motor 201 to compress in a direction axially approaching the second elastic element 204, and in this process, when the end of the first elastic element 203 is engaged with the second elastic element 204, the second elastic element 204 can be further driven to compress axially. However, the present disclosure is not limited thereto, and the positions of the first elastic member 203 and the second elastic member 204 may be arranged according to actual requirements, for example, the size of the first elastic member 203 may be larger than that of the second elastic member 204, and in this case, the second elastic member 204 may be arranged inside a portion of the first elastic member 203.

Alternatively, as shown in fig. 6 and 11, the one end of the first elastic member 203 is engaged with the thrust structure 202 through a first spring seat 210, and the screw mechanism 206 and the thrust structure 202 can be engaged with the second elastic member 204 through the first spring seat 210 so as to compress the second elastic member 204 during the compression of the first elastic member 203. Here, optionally, one end of the second elastic member 204 corresponding to the first spring seat 210 is provided with an abutting spring seat 219, and the other end is provided with a second spring seat 211, the other end of the first elastic member 203 is supported on the second spring seat 211, the one end of the first spring seat 210 is movable in the axial direction relative to the second spring seat 211 so as to be able to abut against the abutting spring seat 219, the first flange 215 is separated from the abutting spring seat 219 in the first operating state, and the first flange 215 abuts against the abutting spring seat 219 in the second operating state. Here, the axial distance between the abutting spring seat 219 and the first spring seat 210 in the initial state is a stroke in which the first elastic member 203 is compressed alone, and when the first spring seat 210 comes into contact with the abutting spring seat 219, the second elastic member 204 is compressed in the axial direction in synchronization with the first elastic member 203. As described above, the second elastic member 204 can be stably driven to be compressed in the axial direction by the engagement of the first spring seat 210 with the abutting spring seat 219. Here, the abutment spring seat 219 may be formed integrally with the second elastic member 204 or may be connected integrally by a fastener. The disclosure is not limited thereto, and the end of the second elastic member 204 corresponding to the first spring seat 210 may be implemented by an arrangement directly abutting against 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, the assist screw 2061 of the screw mechanism 206 abuts against the first flange 215, the second spring seat 211 includes a second flange 216 and a second extension rod 218 extending from the second flange 216 in the axial direction, the first extension rod 217 penetrates through the abutting spring seat 219 in the axial direction 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. In this case, the other end of the first elastic member 203 axially abuts against the second extension rod 218 of the second spring seat 211, so that, when the thrust structure 202 and/or the booster motor 201 drives the first spring seat 210 to compress the first elastic member 203, the first spring seat 210 is in contact with the abutment spring seat 219 to drive the second elastic member 204 to be synchronously compressed during further compression of the first elastic member 203. The present disclosure is not limited thereto, and the structures of the first and second spring seats 210 and 211 may be reasonably designed according to the specific arrangement structure of the first and second

elastic members

203 and 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 plurality of connecting rods 212 are engaged with the thrust structure 202, and the screw mechanism 206 is located at a position between the first spring seat 210 and the thrust structure 202. The plurality of connecting rods 212 may be connected to the first spring seat 210 by using a fastening member such as a bolt, or may be formed integrally with the first spring seat 210, the connecting rod 212 of the first spring seat 210 and the thrust structure 202 may be assembled integrally by using a screw connection method, and in the case of using the screw connection method, the pedal preset force and the pedal idle stroke of the brake pedal 200 may be adjusted by adjusting the position of the screw connection portion of the connecting rod 112. Thereby, the arrangement structure of the booster motor 201, the screw mechanism 206 and the first and second

elastic members

203 and 204 is made compact and the modular design is facilitated.

Alternatively, as shown in fig. 7 and 8, the thrust structure 202 includes a first thrust rod 2021 hinged to the brake pedal 200 and a second thrust rod 2022 hinged to the first thrust rod 2021 through a hinge base 2024 and capable of driving the first spring seat 210 to move in the axial direction, the hinge base 2024 is formed as a U-shaped base, hinge holes 2025 are formed in both side plates of the hinge base 2024, respectively, and the second thrust rod 2022 penetrates through a bottom plate 2026 of the hinge base 2024 and is screwed to the bottom plate 2026 through a nut 2027 provided on the bottom plate 2026 so as to be capable of adjusting the position in the axial direction. Here, similarly to the first embodiment, the second thrust rod 2022 is hinged to the first thrust rod 2021 through a hinge hole 2025 of a hinge base 2024, and in addition, the pedal pre-set force, the pedal idle stroke, and the pedal initial stroke of the brake pedal 200 can be adjusted by screwing a nut 2027 of a bottom plate 2026 to the second thrust rod 2022. However, the present disclosure is not limited thereto, and the pedal preset force, the pedal idle stroke, and the pedal initial stroke of the brake pedal 200 may be adjusted in other forms. For example, the first thrust rod 2021 or the second thrust rod 2022 may be arranged in a telescopic structure (for example, a structure in which a sleeve rod and a sleeve are screwed with each other and sleeved on the outer peripheral surface of the sleeve rod) capable of being contracted and positioned in the axial direction so as to adjust the pedal preset force and the pedal idle stroke in a telescopic manner. As another example, as mentioned above, adjusting the pedal pre-set force, the pedal idle stroke, and the pedal initial stroke is accomplished by the connecting rod of the thrust structure 202 and the spring seat 210 in a threaded engagement.

Optionally, the second thrust bar 2022 is formed as a ball stud, the thrust structure 202 further includes an abutment 2028 connected to the ball 2023 of the second thrust bar 2022 by a ball pair, and a push plate 2029 connected to the first spring seat 210 and engaged with the abutment 2028, and the screw mechanism 206 is disposed at a position between the push plate 2029 and the first elastic member 203. Optionally, a through hole for the butt joint 2028 to pass through is formed on the push tray 2029, and a U-shaped pressing plate 20281 abutting against one side of the push tray 2029 close to the butt joint 2028 is formed on the butt joint 2028. The configuration and the operation and effects described above are substantially the same as those of the first embodiment described above, and a detailed description thereof will be omitted here to avoid redundancy.

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

Alternatively, as shown in fig. 6, 8 and 9, the transmission mechanism includes a speed reduction mechanism connected to the output shaft 2011 of the assist motor 201, a transmission gear 213 connected to the output end of the speed reduction mechanism, the screw mechanism 206 includes an assist screw 2061 engaged with the first elastic member 203, and an assist gear 2062 mounted on the outer peripheral surface of the assist screw 2061 and formed with an internal thread engaged with the assist screw 2061, and the transmission gear 213 is engaged with the assist gear 2062 through an idler gear 214. Here, unlike the first embodiment, the assist screw 2061 of the screw mechanism 206 engages with the first elastic member 203 to compress the second elastic member 204 in driving the first elastic member 203 to be compressed in the axial direction. Except for this point, the technical features and technical effects of the transmission mechanism and the screw mechanism 206 are the same as those of the transmission mechanism and the screw mechanism 106 according to the first embodiment, and the description thereof will be omitted.

Alternatively, the speed reducing mechanism is a planetary gear speed reducing mechanism 207, in the planetary gear speed reducing mechanism 207, a sun gear 2071 is connected with the output shaft 2011 of the booster motor 201, a planet carrier 2072 is connected with the wheel shaft of the transmission gear 213 as the output end of the speed reducing mechanism, and a ring gear 2073 is fixed in the casing 220 of the brake pedal simulator. Here, the planetary gear reduction mechanism 207 is provided with a planetary gear 2074 meshing with a sun gear 2071 and a ring gear 2073, and a carrier 2072 is provided at the center of the planetary gear 2074. Thus, the output torque of the assist motor 201 is reduced in speed and increased in pitch by the planetary reduction gear 207, and is transmitted to the assist screw 2061 via the transmission gear 213, the idler gear 214, and the assist gear 2062. That is, the output torque of the assist motor 201 is transmitted to the assist screw 2061 via the transmission gear 213, the idle gear 214, and the assist gear 2062 after passing through the sun gear 2071, the planetary gear 2074, and the planetary carrier 2072, so that the assist screw 2061 drives the first elastic member 203 and/or the second elastic member 204 to be compressed during the axial movement. By adopting the planetary gear speed reducing mechanism 207, the brake pedal simulator has the advantages of light weight and small size due to the fact that the planetary gear speed reducing mechanism 207 has the advantages of being light in overall weight and compact in arrangement. In addition, the transmission efficiency of the booster motor 201 can be effectively improved by arranging the planet gear speed reducing mechanism 207.

Optionally, the brake pedal simulator further comprises a controller 208 for controlling the operating state of the assist motor 201 and a sensor 209 for detecting the rotation speed of the assist motor 201. Here, specifically, when the driver steps on the brake pedal 200, the thrust structure 202 drives the first elastic member 203 to compress axially, and in the process, the thrust structure 202 can also drive the second elastic member 204 to compress axially by the cooperation of the first spring seat 210 and the second elastic member 204, the thrust structure 202 is sequentially subjected to the reverse acting force provided by the first elastic member 203 and the second elastic member 204, and in the process, the controller 208 can control the power-assisted motor 201 to be started according to the brake pedal force applied to the brake pedal 200 by such reverse acting force, and when the controller 208 starts the power-assisted motor 201, the output torque of the power-assisted motor 201 is transmitted to the first elastic member 203 or the first elastic member 203 and the second elastic member 204 sequentially through the planetary gear reduction mechanism 207 and the screw mechanism 206, so as to provide the power assistance for the brake pedal 200 and the thrust structure 202, the brake pedal 200 and the thrust structure 202 are further subjected to displacement change, and at this time, since the screw mechanism 206 receives a part of the reverse acting force provided by the first elastic member 203 and the second elastic member 204, the reverse acting force received by the thrust structure 202 can be reduced, so that the brake pedal 200 obtains a proper brake pedal force, and the target value of the pedal force and the pedal stroke of the brake pedal 200 can be simulated. Among them, the sensor 209 is used to detect the rotation speed of the power-assisted motor 201 in real time and can feed back to the controller 208 in real time to monitor the pedal stroke of the brake pedal 200 in real time, thereby improving the operational reliability of the brake pedal simulator. In addition, the starting timing of the assist motor 201 is influenced 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 rigidity of the first elastic member 203 is small, the assist motor 201 may be started in a state where the first elastic member 203 and the second elastic member 204 are compressed in cooperation (i.e., a first transition state); or the first elastic member 203 has a high rigidity, the assist motor 201 may be activated in a state where the first elastic member 203 is not engaged with the second elastic member 204 (i.e., a second transition state). However, the present disclosure is not particularly limited thereto, and the manner in which the controller 208 controls the assist motor 201 may be specifically designed according to actual circumstances.

Alternatively, as shown in fig. 10 and 11, the brake pedal simulator includes a housing 220, the housing 220 includes the mounting portion 205, a first housing portion 2201 for accommodating the screw mechanism 206, the transmission gear 213 and the idler gear 214, a second housing portion 2202 for accommodating the assist motor 201, and a third housing portion 2203 for accommodating the first elastic member 203 and the second elastic member 204, and an end portion of the second elastic member 204 abuts against an inner end wall of the third housing portion 2203. Here, a dust cover 2204 for covering a part of the outer circumferential surface of the second thrust rod 2022 may be provided on the fitting portion 205 to perform a sealing and dust-proof function. The housing 220 configured as described above has substantially the same configuration as the housing 120 of the first embodiment, and a detailed description thereof will be omitted to avoid redundancy. The brake pedal simulator has the effects of compact arrangement and modular design through the structure. However, the present disclosure is not limited thereto, and the structure of the housing 220 may be appropriately designed according to the actual concrete structure of the pedal simulator.

As described above, the second embodiment of the present disclosure is described in detail with reference to fig. 6 to 11, and the brake pedal simulator according to the fourth embodiment of the present disclosure is described in detail with reference to fig. 16 to 19.

According to a fourth embodiment of the present disclosure, there is provided a brake pedal simulator, comprising a brake pedal 400, a booster motor 401, a fitting portion 405 for fitting to a vehicle body, a first elastic member 403 and a second elastic member 404 arranged on one side of the fitting portion 405 in an axial direction and overlapping each other along the axial portion, a thrust structure 402 hinged to the brake pedal 400 and cooperating with the first elastic member 403 to be able to sequentially drive the first elastic member 403 and the second elastic member 404 to expand and contract in the axial direction, the first elastic member 403 providing a pedal preset force to the brake pedal 400, an output shaft 4011 of the booster motor 401 cooperating with the first elastic member 403 through a rack and pinion mechanism 406 to be able to provide a boosting force to the thrust structure 402, wherein the brake pedal simulator has a first operating state and a second operating state, in the first working state, the first elastic member 403 is compressed by the thrust structure 402, and in the second working state, the first elastic member 403 and the second elastic member 404 are compressed synchronously by the cooperation of the thrust structure 402 and the booster motor 401.

Here, the first elastic member 403 and the second elastic member 404 serve as simulation elements of pedal force and pedal stroke of the brake pedal 400, and in an initial state (i.e., in a state where the brake pedal 400 is not depressed), the first elastic member 403 is in a compressed state to provide a pedal preset force to the brake pedal 400, and the second elastic member 404 is in a separated state from the first elastic member 403 without power transmission between the first elastic member 403 and the thrust structure 402. In addition, in the first operating state, the first elastic member 403 is compressed by the thrust structure 402, and the second elastic member 404 is separated from the first elastic member 403, so that no power transmission occurs between the first elastic member 403 and the thrust structure 402. In the second working state, the first elastic element 403 and the second elastic element 404 are engaged and are both in a compressed state.

Here, the first transition state and the second transition state mentioned above are applied to the present embodiment, and the description thereof will be omitted to avoid redundancy.

Here, the operation of the brake pedal simulator for changing 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, the thrust structure 402 receives the reverse force provided by the first elastic member 403, and the operation process is in the first operation state. When the first elastic member 403 cooperates with the second elastic member 404 during the compression process, so that the thrust structure 402 drives the first elastic member 403 and the second elastic member 404 to compress together, the thrust structure 402 is subjected to the reverse force provided by the cooperation of the first elastic member 403 and the second elastic member 404, and the process is in the first transition state. When the brake pedal force applied to the brake pedal 400 by such a reverse acting force reaches a preset value, the assisting motor 401 is started so that the output torque thereof is transmitted to the second elastic member 404 and the first elastic member 403 through the rack and pinion mechanism 406 to provide assisting force for the brake pedal 400 and the thrust structure 402, and at this time, the rack and pinion mechanism 406 further generates displacement change due to the synchronous driving of the first elastic member 403 and the second elastic member 404, and at this time, since the rack and pinion mechanism 406 receives a part of the reverse acting force provided by the first elastic member 403 and the second elastic member 404, the reverse acting force applied to the thrust structure 402 can be reduced, so that the brake pedal 400 obtains a proper brake pedal force, and thus the target values of the pedal force and the pedal stroke of the brake pedal 400 can be simulated.

In addition, the operation of the brake pedal simulator to transition from the first operating 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 is subjected to the reverse force provided by the first elastic member 403, and the operation process is in the first operation state. When the brake pedal force applied to the brake pedal 400 by the reverse force during the process of further compressing the first elastic member 403 reaches a preset value, the assisting motor 401 is started to enable the output torque thereof to be transmitted to the first elastic member 403 through the rack and pinion mechanism 406 to provide assistance to the thrust structure 402 so as to further compress the first elastic member 403, while the first elastic member 403 is not yet engaged with the second elastic member 404, and the thrust structure 402 is still subjected to the reverse force provided by the first elastic member 403, and the operation process is in a second transition state. After the rack and pinion mechanism 406 further compresses the first elastic member 403, so that the first elastic member 403 and the second elastic member 404 can be synchronously compressed after being matched, the brake pedal 400 and the thrust structure 402 can further undergo displacement change, and at the moment, because the rack and pinion mechanism 406 bears a part of reverse acting force provided by the first elastic member 403 and the second elastic member 404, the reverse acting force borne by the thrust structure 402 can be reduced, so that the brake pedal 400 obtains proper brake pedal force, and the pedal force of the brake pedal 400 and the target value of pedal stroke can be simulated.

In both cases, when the parts such as the booster motor 401, the rack and pinion mechanism 406, or the second elastic member 404 fail to operate normally, the first elastic member 403 provides the brake pedal 400 with the base pedal force to achieve the braking feeling of the brake pedal 400, and thus the braking can be continued to maintain the braking function. In addition, when the driver releases the brake pedal 400, the power-assisted motor 401 is de-energized 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 brake pedal 400 are simulated by the brake control method, and the existing hydraulic brake component is replaced by the cooperation of the booster motor 401 and the rack-and-pinion mechanism 406, so that the brake pedal simulator has the advantages of simple structure, no influence of various factors such as the existing hydraulic pressure and the like, good operation stability, quick response of the brake pedal and the like. In addition, the overall size of the brake pedal device can be reduced by the structure in which portions of the first elastic member 403 and the second elastic member 404 overlap each other. Further, although the rack and pinion mechanism 406 is employed as the transmission engagement mechanism in the present embodiment, the present disclosure is not limited thereto, and the transmission engagement mechanism may employ other reasonable arrangement structures.

Alternatively, the rack and pinion mechanism 406 cooperates with the second elastic member 404 through the first elastic member 403, so as to compress the second elastic member 404 during the process of compressing the first elastic member 403. The rack and pinion structure 406 may be compressed by indirectly driving the second elastic member 404 through the first elastic member 403, or may be compressed by directly driving the second elastic member 404, and the disclosure is not limited thereto. In the case where the rack and pinion mechanism 406 is engaged with the second elastic member 404 via the first elastic member 403, for example, a manner in which the rack and pinion mechanism 406 drives a mount or the like for supporting the first elastic member 403 may be employed such that the second elastic member 404 is engaged with the mount or the like and is also compressed during the process in which the first elastic member 403 is compressed. Alternatively, the first elastic member 403 and the second elastic member 404 are coil springs. Thereby enabling telescoping in a quick and sensitive response to the driving force applied by the thrust structure 402 and/or the booster motor 401. However, this is not intended to limit the scope of the present disclosure, and the first elastic member 203 and the second elastic member 404 may have various reasonable structures in the case that 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 extend and retract.

Optionally, the size of the first elastic member 403 is smaller than that of the second elastic member 404, and a portion 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 second elastic member 404 along the axial direction. The end of the first elastic element 403 protruding from the second elastic element 404 is driven by the thrust structure 402 and/or the assisting motor 401 to compress in a direction axially approaching the second elastic element 404, and in this process, when the end of the first elastic element 403 is engaged with the second elastic element 404, the second elastic element 404 can be further driven to compress in the axial direction. However, the disclosure is not limited thereto, 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 that of the second elastic member 404, and in this case, the second elastic member 404 may be arranged inside a portion of the first elastic member 403.

Alternatively, the one end of the first elastic member 403 is engaged with the thrust structure 402 through a first spring seat 410, and the rack and pinion mechanism 406 and the thrust structure 402 can be engaged with the second elastic member 404 through the first spring seat 410 so as to enable the second elastic member 404 to be compressed during the compression of the first elastic member 403. Here, optionally, an abutting spring seat 419 is provided at one end of the second elastic member 404 corresponding to the first spring seat 410, and a second spring seat 411 is provided at the other end, the other end of the first elastic member 403 is supported by the second spring seat 411, the one end of the first spring seat 410 is movable in the axial direction relative to the second spring seat 411 so as to be able to abut against the abutting spring seat 419, the first spring seat 410 is separated from the abutting spring seat 419 in the first operating state, and the first spring seat 410 is abutted against the abutting spring seat 419 in the second operating state. The arrangement structure of the first elastic member 403 and the second elastic member 404 is the same as that of the second embodiment. Here, the axial distance between the abutting spring seat 419 and the first spring seat 410 in the initial state is a stroke in which the first elastic member 403 is compressed alone, and when the first spring seat 410 comes into contact with the abutting spring seat 419, the second elastic member 404 is compressed in the axial direction in synchronization with the first elastic member 403. As described above, the second elastic member 404 can be stably driven to be compressed in the axial direction by the engagement of the first spring seat 410 with the abutting spring seat 419. Here, the abutting spring seat 419 may be formed integrally with the second elastic member 404 or may be connected to the second elastic member by a fastener. The present disclosure is not limited thereto, and the end of the second elastic member 404 corresponding to the first spring seat 410 may be implemented by an arrangement directly abutting against 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, the first end of the rack 4062 abuts against the first flange 412, the second spring seat 411 includes a second flange 414 and a second extension rod 415 extending from the second flange 414 in the axial direction, the first extension rod 413 passes through the abutment spring seat 419 in the axial direction 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. The above-described configuration and operational effects are the same as those of the first spring seat 210 and the second spring seat 211 in the second embodiment, and detailed description thereof will be omitted to avoid redundancy.

Optionally, the thrust structure 402 comprises a first thrust rod 4021 hinged to the brake pedal 400 and a second thrust rod 4022 hinged to the first thrust rod 4021 and capable of driving the first spring seat 410 to move in the axial direction, the second thrust rod 4022 being engaged 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 be connected to the second end of the rack 4062, wherein when the second thrust rod 4022 abuts against the second end of the rack 4062, the second thrust rod 4022 may return to the initial position by the elastic restoring force of the first elastic member 403 and the second elastic member 404 when braking is stopped. Optionally, the first end of the rack 4062 is formed with a first mating flange 416 that abuts the first spring seat 410 and the second end is formed with a second mating flange 417 that mates with the second thrust rod 4022. Thus, the rack and pinion mechanism 406 configured as described above can stably and reliably transmit power between the thrust structure 402 and the first spring seat 410, the first elastic member 403, and the second elastic member 404. However, the present disclosure is not limited thereto, and the rack 4062 of the rack and pinion mechanism 406 may be engaged with the first spring seat 410 and the second thrust rod 4022 by other reasonable structures, for example, both ends of the rack 4062 are directly connected to the second thrust rod 4022 and the first spring seat 410 without forming the first engaging flange 416 and the second engaging flange 417, which also enables power transmission among the thrust structure 402, the first spring seat 410, the first elastic member 403, and the second elastic member 404.

Alternatively, the second thrust rod 4022 is formed as a ball stud, and the ball 4023 of the second thrust rod 4022 is arc-fitted to the second fitting flange 417. Therefore, when a driver steps on the brake pedal 400 to change the displacement, the first thrust rod 4021 and the second thrust rod 4022 also change the displacement, and the second thrust rod 4022 can adapt to the angle change by the cooperation of the ball 4023 of the second thrust rod 4022 and the arc surface of the first spring seat 410, so that the motion interference phenomenon is prevented.

Optionally, the radius of curvature of the bulbous head 4023 is less than the radius of curvature of the arcuate mating surface of the second mating flange 417. Thus, relative movement between the ball 4023 of the second thrust rod 4022 and the arc-shaped mating surface of the second mating flange 417 is allowed within a proper range, so that the transmission process between the brake pedal 400, the thrust structure 402, the first elastic member 403 and the second elastic member 404 is smoother. However, the present disclosure is not limited thereto, and the engagement between the thrust structure 402 and the second engagement flange 417 may adopt other reasonable structures, for example, the second thrust rod 4022 and the first spring seat 410 may adopt a ball-pair engagement form, a universal joint connection form, or a form in which the second thrust rod 4022 directly abuts against a flat end surface of the second engagement flange 417.

Alternatively, as shown in fig. 17, a hinge end of the second thrust rod 4022 is provided with a U-shaped hinge seat 4024 in threaded connection with the hinge end, hinge holes 4025 are formed in both side plates of the hinge seat 4024, and the second thrust rod 4022 penetrates through a bottom plate 4026 of the hinge seat 4024 and is in threaded connection with the bottom plate 4026 through a nut 4027 provided on the bottom plate 4026 so as to be adjustable in position in the axial direction. The above-described configuration is the same as and has the same technical effects as the corresponding configuration in the third embodiment, and the description thereof will be omitted here to avoid redundancy. In addition, the modifications disclosed in the third embodiment are also applicable to the present embodiment. Further, optionally, a part of the second thrust rod 4022 near the ball head 4023 is sleeved with a latching seat 4028, a plurality of latching protrusions 4029 extending in the axial direction are arranged on the outer peripheral surface of the latching seat 4028 at intervals in the circumferential direction, and one end of the first spring seat 410 corresponding to the latching seat 4028 is formed with a latching groove 4101 engaged with the latching protrusions 4029. Here, the latching seat 4028 may be in clearance fit with the outer peripheral surface of the second thrust rod 4022, so that it is possible to prevent the latching seat 4028 from interfering with the movement of the second thrust rod 4022 according to the change in the positions of the brake pedal 400 and the first thrust rod 4021. As described above, the engagement between the locking projection of the locking seat 4028 and the locking recess 4101 of the first spring seat 410 enables the second thrust rod 4022 and the first elastic member 403 to be reliably connected. The disclosure is not limited thereto, and the engagement between the thrust structure 402 and the first elastic member 403 may be implemented by other reasonable structures.

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

Optionally, the output shaft 4011 of the booster motor 401 is connected to the gear shaft 4061 through a speed reduction mechanism. Here, the reduction mechanism may have any of various suitable configurations, and for example, a gear pair reduction mechanism, a worm gear reduction mechanism, a planetary gear reduction mechanism, or the like may be used. Alternatively, the speed reduction mechanism is a planetary gear speed reduction mechanism 407, in the planetary gear speed reduction mechanism 407, a sun gear 4071 is connected to the output shaft 4011 of the booster motor 401, a planet carrier 4072 is connected to the gear shaft 4061, and a ring gear 4073 is fixed in the housing 420 of the brake pedal simulator. The planetary reduction mechanism 407 is provided with a planetary gear 4074 engaged with the sun gear 4071 and the ring gear 4073, and the center of the planetary gear 4074 is provided with a planetary carrier 4072. Thus, the output torque of the booster motor 401 is reduced in speed and increased in pitch by the planetary reduction gear 407, and is transmitted to the rack 4062 via the booster gear 4063. That is, after passing through the sun gear 4071, the planet gear 4074 and the planet carrier 4072, the output torque of the booster motor 401 is transmitted to the rack 4062 via the booster gear 4063 on the gear shaft 4061 connected to the planet carrier 4072 by a key, a spline connection or the like, so that the rack 3062 drives the first elastic member 403 and/or the second elastic member 404 to extend and retract during the axial movement. By adopting the planetary gear speed reducing mechanism 407, the planetary gear speed reducing mechanism 407 has the characteristics of light weight and small volume, so that the brake pedal simulator has light overall weight and compact arrangement. In addition, the transmission efficiency of the booster motor 401 can be effectively improved by providing the planetary gear speed reducing mechanism 407.

Alternatively, the assist motor 401, the reduction mechanism, and the rack and pinion mechanism 406 are located on a 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 portion 405 by using the fastening member 4051 such as the bolt, 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 that the effects of compact structure and small occupied installation space volume are achieved. The present disclosure is not limited thereto, and the arrangement positional relationship between the above-described components can be flexibly changed without contradiction, and such changes are within the scope of the claims of the present disclosure.

Optionally, a displacement sensor 418 for detecting a displacement of the rack 4062 is provided on a side of the fitting portion 405 close to the rack 4062 of the rack and pinion mechanism 406. Here, the displacement sensor 418 may be fixed to the mounting portion 405, and the displacement sensor 418 may be provided with a mounting boss protruding toward one side of the first and second elastic members 403 and 404, the mounting boss having a mounting hole 4181 formed thereon, and the gear shaft 4061 of the rack and pinion mechanism 406 is supported on the mounting hole 4181, thereby enabling reliable positioning. The function and the operation effect of the displacement sensor 418 described above are the same as those of the displacement sensor 318 in the third embodiment described above, and the specific arrangement mentioned in the third embodiment can also be applied to the present embodiment, and a specific description thereof is omitted here in order to avoid redundancy.

Optionally, the brake pedal simulator further comprises a controller 408 for controlling the operating state of the assist motor 401 and a sensor 409 for detecting the rotation speed of the assist motor 401. The sensor 409 may be connected to an output shaft of the assist motor 401, and may be connected to the output shaft of the assist motor 401 via a gear shaft 4061 of the rack and pinion mechanism 406, for example. Specifically, the sensor 409 may be disposed at an 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 planet wheel speed reducing mechanism 407 can be located on one side of the rack and pinion mechanism 406, and the sensor 409 and the controller 408 are located on the other side of the rack and pinion mechanism 306, so that the structural arrangement of the brake pedal simulator is more reasonable. When a driver steps on the brake pedal 400, the thrust structure 402 drives the first elastic member 403 to compress axially, and in the process, the thrust structure 402 can also drive the second elastic member 404 to compress axially in turn through the cooperation of the first spring seat 410 and the second elastic member 404, the thrust structure 402 is sequentially subjected to a reverse acting force provided by the first elastic member 403 and the second elastic member 404, and in the process, the controller 408 can control the power-assisted motor 401 to be started according to the brake pedal force applied to the brake pedal 400 by the reverse acting force to reach a preset value, when the controller 408 starts the power-assisted motor 401, the output torque of the power-assisted motor 401 is transmitted to the first elastic member 403 or the first elastic member 403 and the second elastic member 404 through the planetary gear speed reduction mechanism 407 and the rack gear mechanism 406 in turn, so as to provide power assistance for the brake pedal 400 and the thrust structure 402, the brake pedal 400 and the thrust structure 402 are further subjected to displacement change, and at this time, since the rack-and-pinion mechanism 406 receives a part of the reverse acting force provided by the first elastic member 403 and the second elastic member 404, the reverse acting force received by the thrust structure 402 can be reduced, so that the brake pedal 400 obtains a proper brake pedal force, and the target value of the pedal force and the pedal stroke of the brake pedal 400 can be simulated. Wherein, the sensor 409 is used for detecting the rotation speed of the power-assisted motor 401 in real time and feeding back the rotation speed to the controller 408 in real time so as to monitor the pedal stroke of the brake pedal 400 in real time, and the sensor 409 and the displacement sensor 418 for detecting the displacement change of the thrust structure 402 in real time are matched with each other, so that the pedal force and the target value of the 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 may be electrically connected to the controller 408, or may also be electrically connected to another control unit, such as a brake control unit in a vehicle brake system, so that the function of simultaneously detecting the displacement of the rack 4062 and the rotation speed of the assist motor 401 is realized by the displacement sensor 418 and the sensor 409, thereby minimizing the deviation of the simulated pedal force and the target value of the pedal stroke of the brake pedal 400. Here, the activation timing of the assist motor 401 is influenced 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 first elastic member 403 has a low rigidity, the assist motor 401 may be activated in a state where the first elastic member 403 and the second elastic member 404 are compressed in cooperation (i.e., a first transition state); or the first elastic member 403 has a high rigidity, the assist motor 401 may be activated in a state where the first elastic member 403 is not engaged with the second elastic member 404 (i.e., a second transition state). However, the present disclosure is not particularly limited thereto, and the manner in which the controller 408 controls the assist motor 401 may be specifically designed according to actual circumstances.

Alternatively, as shown in fig. 18 and 19, the brake pedal simulator includes a housing 420, and the housing 420 includes the mounting portion 405, a first housing portion 4201 for accommodating the first elastic member 403, the rack and pinion mechanism 406, and the second elastic member 404, a second housing portion 4202 for accommodating the assist motor 401, the reduction mechanism, and the like, and a third housing portion 4203 for accommodating the controller 408 and the sensor 409, wherein an end of the second elastic member 404 abuts against an inner end wall of the first housing portion 4201, and the thrust structure 402 is exposed to the first housing portion 4201 and the mounting portion 405. Wherein the assembly portion 305, the first housing portion 4201, the second housing portion 4202, and the third housing portion 4203 communicate with each other. The first housing portion 4201, the second housing portion 4202, and the third housing portion 4203 may be assembled integrally by fasteners such as bolts, and the second housing portion 4202 and the third housing portion 4203 may be located on opposite sides of the first housing portion 4201. 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 mounting portion 405 may be mounted to the vehicle body by a fastener 4051 such as a bolt, the brake pedal 400 is exposed to the cab, and the thrust structure 402 may be selectively partially exposed to the cab for operation. In addition, a dust cover 4204 for covering a part of the outer peripheral surface of the second thrust rod 4022 may be provided on the fitting portion 405 to perform sealing and dust prevention. The brake pedal simulator has the effects of compact arrangement and modular design through the structure. However, the present disclosure is not limited thereto, and the structure of the housing 420 may be appropriately designed according to the arrangement structure of the brake pedal simulator.

On the basis of the brake pedal simulator provided in the first to fourth embodiments, according to another aspect of the present disclosure, there is also provided an automobile brake system including the brake pedal simulator of any one of the first to fourth embodiments. Optionally, the vehicle brake system includes a brake control unit, which controls an operating state of the power-assisted motor according to a real-time pedal force or pedal stroke of the brake pedal. The braking process of the automobile braking system of the present disclosure is explained in the case where the brake control unit controls the operating state of the booster motor according to the real-time pedal force of the brake pedal. When the automobile brakes, the driver operates the brake pedal to input a braking command to the brake pedal simulator of the present disclosure as described above, wherein the thrust structure in the brake pedal simulator drives the elastic members to be compressed in the axial direction when the driver depresses the brake pedal (here, when the two elastic members adopt the series arrangement as described in the first and third embodiments, the thrust structure drives the first elastic member and the second elastic member to be compressed in synchronization in the axial direction, and when the two elastic members adopt the parallel arrangement as described in the second and fourth embodiments, the thrust structure drives the first elastic member to be compressed in the axial direction), the thrust structure receives a reverse force provided by the elastic members, when the brake pedal force applied to the brake pedal by such a reaction force reaches a preset value, the brake control unit sends a command to start the assist motor to the controller as described above. After the boosting motor is started, the output torque is transmitted to the elastic element through the transmission matching mechanism, so that boosting can be provided for the brake pedal and the thrust structure to drive the elastic element to be further compressed, the displacement change of the brake pedal and the thrust structure is further caused, and a part of reverse acting force applied by the elastic element is borne by the transmission matching mechanism. Therefore, the reverse acting force applied to the thrust structure can be reduced, so that the brake pedal obtains proper brake pedal force, and the pedal force and the target value of the pedal stroke of the brake pedal can be simulated. The controller thus transmits information such as a pedal force signal and a pedal travel signal to the brake control unit, which determines the driver's intention to brake (e.g. service or parking brake, deceleration, etc.) from the signals, and at the same time receives wheel speed signals, current of the motor in the brake actuator and rotor position signals, vehicle speed signals via the corresponding sensors. Therefore, the brake control unit calculates the optimal brake pedal force required by each wheel in real time according to the information and sends out corresponding control signals so as to finally control the brake actuator to brake.

According to yet another aspect of the present disclosure, there is also provided a vehicle comprising the automotive brake system as described above. Therefore, the vehicle is provided with the brake pedal simulator, so that the brake pedal force and the brake stroke of the brake pedal can be simulated reliably, and good brake feeling is provided for a driver. In addition, the simulation of the brake pedal characteristic is realized through the brake control method, and the existing hydraulic brake component is replaced through the booster motor and the transmission matching mechanism, so that the structure is simple, the influence of factors such as hydraulic pressure is avoided, and the wheel has the effects of good operation stability, quick response of the brake pedal and the like.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A brake pedal simulator, characterized in that it comprises a brake pedal (400), a booster motor (401), a fitting portion (405) for fitting to a vehicle body, a first elastic member (403) and a second elastic member (404) arranged axially on one side of the fitting portion (405) and overlapping each other along the axial portion, a thrust structure (402) hinged to the brake pedal (400) and cooperating with the first elastic member (403) to be able to sequentially drive the first elastic member (403) and the second elastic member (404) to expand and contract along the axial direction, the first elastic member (403) providing a pedal preset force to the brake pedal (400), an output shaft (4011) of the booster motor (401) cooperating with the first elastic member (403) through a rack-and-pinion mechanism (406) to be able to provide a booster force to the thrust structure (402), wherein the brake pedal simulator has a first working state in which the first elastic member (403) is compressed by the thrust structure (402), and a second working state in which the first elastic member (403) and the second elastic member (404) are synchronously compressed by cooperation of the thrust structure (402) and the assist motor (401), one end of the first elastic member (403) is engaged with the thrust structure (402) through a first spring seat (410), the rack and pinion mechanism (406) and the thrust structure (402) are engageable with the second elastic member (404) through the first spring seat (410) to be able to compress the second elastic member (404) during compression of the first elastic member (403), the second elastic member (404) is provided with an abutting spring seat (419) corresponding to one end of the first spring seat (410), and the other end is provided with a second spring seat (411), the other end of the first elastic member (403) is supported on the second spring seat (411), the first spring seat (410) can move relative to the second spring seat (411) along the axial direction so as to be capable of abutting against the abutting spring seat (419), the first spring seat (410) is separated from the abutting spring seat (419) in the first working state, and the first spring seat (410) abuts against the abutting spring seat (419) in the second working state.

2. The brake pedal simulator according to claim 1, wherein the rack and pinion mechanism (406) cooperates with the second elastic member (404) through the first elastic member (403) to compress the second elastic member (404) during the compression of the first elastic member (403).

3. The brake pedal simulator according to claim 1, wherein the first elastic member (403) and the second elastic member (404) are coil springs.

4. The brake pedal simulator according to claim 3, wherein the first elastic member (403) has a size smaller than that of the second elastic member (404), a portion 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 second elastic member (404) in the axial direction.

5. The brake pedal simulator according to claim 1, wherein 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, a first end of the rack (4062) abuts against the first flange (412), the second spring seat (411) includes a second flange (414) and a second extension rod (415) extending from the second flange (414) in the axial direction, the first extension rod (413) penetrates the abutting spring seat (419) in the axial direction 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).

6. The brake pedal simulator according to claim 5, characterized in that said thrust structure (402) comprises a first thrust rod (4021) hinged to said brake pedal (400) and a second thrust rod (4022) hinged to said first thrust rod (4021) and able to drive said first spring seat (410) in said axial movement, said second thrust rod (4022) cooperating with a second end of said rack (4062).

7. The brake pedal simulator according to claim 6, wherein the first end of the rack (4062) is formed with a first engagement flange (416) abutting the first spring seat (410), and the second end is formed with a second engagement flange (417) engaging the second thrust rod (4022).

8. The brake pedal simulator according to claim 7, characterized in that the second thrust rod (4022) is formed as a ball stud, the ball head (4023) of the second thrust rod (4022) being cambered surface-fitted with the second fitting flange (417).

9. The brake pedal simulator of claim 8, wherein the radius of curvature of the ball head (4023) is smaller than the radius of curvature of the arcuate mating surface of the second mating flange (417).

10. The brake pedal simulator according to claim 6, wherein the hinge end of the second thrust rod (4022) is provided with a U-shaped hinge seat (4024) to which the hinge end is screw-coupled, hinge holes (4025) are formed in both side plates of the hinge seat (4024), respectively, and the second thrust rod (4022) penetrates through a bottom plate (4026) of the hinge seat (4024) and is screw-coupled to the bottom plate (4026) through a nut (4027) provided on the bottom plate (4026) to be able to adjust a position in an axial direction.

11. The brake pedal simulator according to claim 1, wherein the rack and pinion mechanism (406) includes a pinion shaft (4061) and a rack gear (4062), the pinion shaft (4061) is connected to the output shaft (4011) of the assist motor (401) and is provided with an assist gear (4063) meshed with the rack gear (4062), a first end of the rack gear (4062) is engaged with the first elastic member (403), and a second end of the rack gear (4062) is engaged with the thrust structure (402).

12. The brake pedal simulator according to claim 11, wherein the output shaft (4011) of the assist motor (401) is connected to the gear shaft (4061) through a reduction mechanism.

13. The brake pedal simulator according to claim 12, wherein the speed reduction mechanism is a planetary gear speed reduction mechanism (407), and in the planetary gear speed reduction mechanism (407), a sun gear (4071) is connected with the output shaft (4011) of the booster motor (401), a planet carrier (4072) is connected with the gear shaft (4061), and a ring gear (4073) is fixed in a housing (420) of the brake pedal simulator.

14. The brake pedal simulator according to claim 13, wherein the assist motor (401), the reduction mechanism, and the rack and pinion mechanism (406) are located on a side of the fitting portion (405) corresponding to the first elastic member (403).

15. The brake pedal simulator according to claim 1, wherein a side of the fitting portion (405) near a rack (4062) of the rack-and-pinion mechanism (406) is provided with a displacement sensor (418) for detecting a displacement of the rack (4062).

16. The brake pedal simulator according to claim 1, further comprising a controller (408) for controlling an operating state of the assist motor (401) and a sensor (409) for detecting a rotational speed of the assist motor (401).

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.