CN115071653B - Vehicle pedal feel simulation control system - Google Patents
Vehicle pedal feel simulation control system Download PDFInfo
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- CN115071653B CN115071653B CN202111132068.1A CN202111132068A CN115071653B CN 115071653 B CN115071653 B CN 115071653B CN 202111132068 A CN202111132068 A CN 202111132068A CN 115071653 B CN115071653 B CN 115071653B
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- control system
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- 238000004088 simulation Methods 0.000 title claims abstract description 64
- 230000001953 sensory effect Effects 0.000 claims abstract description 40
- 238000012544 monitoring process Methods 0.000 claims abstract description 14
- 238000013016 damping Methods 0.000 claims description 96
- 238000002347 injection Methods 0.000 claims description 10
- 239000007924 injection Substances 0.000 claims description 10
- 238000006073 displacement reaction Methods 0.000 claims description 9
- 238000012806 monitoring device Methods 0.000 claims 1
- 239000003921 oil Substances 0.000 description 23
- 239000010720 hydraulic oil Substances 0.000 description 12
- 230000000694 effects Effects 0.000 description 7
- 230000002159 abnormal effect Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 6
- 239000000243 solution Substances 0.000 description 4
- 230000004044 response Effects 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000001125 extrusion Methods 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
- B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a vehicle pedal feel simulation control system, wherein a driving unit comprises a driving main cylinder, a first driving pipeline and a second driving pipeline, wherein the first driving pipeline and the second driving pipeline are connected with the driving main cylinder, and the second driving pipeline comprises a braking branch and a simulation branch; the brake unit comprises a brake oil cylinder, a first brake pipeline and a second brake pipeline, wherein the first brake pipeline and the second brake pipeline are connected with the brake oil cylinder, the first brake pipeline is connected with the first drive pipeline through a first brake control valve, and the second brake pipeline is connected with the brake branch pipeline through a second brake control valve; a sense simulation unit including a sense simulator connected to the simulation branch through a simulation control valve; the driving unit is an active driving part during braking, the braking unit and the sensory simulation unit are respectively connected with the driving unit, the sensory simulation unit is used for realizing stepping feedback of braking, and the monitoring unit is used for controlling an auxiliary system so as to realize optimal compatibility between vehicle braking and sensory simulation.
Description
Technical Field
The invention relates to the technical field of brake feel simulation control, in particular to a vehicle pedal feel simulation control system.
Background
In the traditional hydraulic or pneumatic braking system, obvious defects of complex gas-liquid pipeline, difficult maintenance, complex arrangement structure, slow dynamic response of braking, low braking comfort performance and the like exist. For example, in a hydraulic brake system, when an antilock brake system is operated, a rebound vibration phenomenon occurs in a brake pedal, which affects the brake comfort performance.
In recent years brake-by-wire systems have gradually replaced hydraulic or pneumatic brake systems. The brake-by-wire system has the advantages of simple structure, quick brake dynamic response and good brake comfort performance, but the brake pedal and the power-assisted motor coupling type brake-by-wire system also has various problems, such as the brake pedal can automatically descend when the power-assisted motor actively works, a driver can step on the brake pedal, and the phenomenon that the brake pedal is stepped on heavily when the power-assisted motor works and fails due to emergency braking can occur.
In order to provide a pedal feel response speed and a good braking effect, and provide an optimal "brake feel" for a driver, it is highly desirable to provide a hydraulic brake control system for a vehicle with a pedal feel simulator.
Disclosure of Invention
This section is intended to outline some aspects of embodiments of the application and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section as well as in the description of the application and in the title of the application, which may not be used to limit the scope of the application.
The present invention has been made in view of the above-described problems with the conventional vehicle pedal feel simulation control system.
Accordingly, it is an object of the present invention to provide a vehicle foot pedal feel simulation control system that solves the problem of poor compatibility of brake and feel simulation in a hydraulic brake system.
In order to solve the technical problems, the invention provides the following technical scheme: a vehicle pedal feel simulation control system, which comprises a driving unit, a braking unit and a feel simulation unit, wherein the driving unit comprises a driving master cylinder, a first driving pipeline and a second driving pipeline which are connected with the driving master cylinder, and the second driving pipeline comprises a braking branch and a simulation branch; the brake unit comprises a brake oil cylinder, a first brake pipeline and a second brake pipeline, wherein the first brake pipeline and the second brake pipeline are connected with the brake oil cylinder, the first brake pipeline is connected with the first drive pipeline through a first brake control valve, and the second brake pipeline is connected with the brake branch pipeline through a second brake control valve; and a sensory simulation unit including a sensory simulator connected to the simulation branch through a simulation control valve.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: a piston assembly is arranged in the inner cavity of the driving main cylinder, and divides the inner cavity of the driving main cylinder into a first cavity and a second cavity; the driving shaft of the piston assembly penetrates through the side wall of the driving main cylinder and is connected with the pedal.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: the driving main cylinder is also connected with a supplementary oil tank which is respectively and unidirectionally communicated with the first chamber and the second chamber through an oil filling pipe.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: the monitoring unit comprises a controller, a first chamber pressure sensor, a second chamber pressure sensor, a piston displacement sensor and a brake pipe pressure sensor, wherein the first chamber pressure sensor, the second chamber pressure sensor, the piston displacement sensor and the brake pipe pressure sensor are electrically connected with the controller; the first chamber pressure sensor is located in the first chamber, the second chamber pressure sensor is located in the second chamber, the piston displacement sensor is located on a piston shaft of the piston assembly, and the brake pipe pressure sensor is arranged in the first brake pipeline and the second brake pipeline.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: the first brake pipeline and the second brake pipeline are respectively connected with at least 1 brake.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: the sensory simulator comprises a damping piston assembly, a damping buffer assembly, an elastic piece and an outer barrel; the damping piston assembly comprises a piston seat, a damping ring and a locking cone, wherein the damping ring and the locking cone are arranged on the piston seat in a matching mode, and the damping ring is positioned between the piston seat and the locking cone; the damping buffer assembly comprises a rubber buffer block and a baffle plate arranged at the end part of the rubber buffer block; the elastic piece is arranged between the locking cone and the baffle plate; the inner cavity of the outer cylinder is hollow, and the damping piston assembly, the damping buffer assembly and the elastic piece are all arranged in the cavity of the outer cylinder.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: the piston seat comprises a piston end and a screw rod arranged on the side wall of the piston end, and threads are arranged on the side wall of the end part of the screw rod, which is far away from the piston end; the locking taper sleeve is arranged on the screw rod and comprises a taper plate and a taper ring positioned on the side wall of the taper plate, and the taper ring faces one side of the piston end; the damping ring is formed by combining damping blocks with the number not less than 2; the thickness of the damping ring is larger than that of the conical ring, and the inner ring side wall of the damping ring and the outer side wall of the conical ring slide in a matched manner; the damping piston assembly further comprises an adjusting nut, and the adjusting nut is matched with the threaded end of the screw rod.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: a baffle groove is formed in the plate body of the baffle plate, and the tail end of the rubber buffer block is matched and clamped in the baffle groove; the rubber buffer block is wholly horn-shaped, the inside of the rubber buffer block is hollow, and through holes are distributed on the side wall of the rubber buffer block.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: the elastic piece is a tower-type reducing spring, one end of the elastic piece, which is positioned on the locking cone, is a small end, is sleeved on the outer side of the adjusting nut, and the other end of the elastic piece is a large end, is sleeved on the outer side of the rubber buffer block and is fixed on the outer ring side wall of the baffle plate.
As a preferable mode of the vehicle foot pedal feel simulation control system of the invention, wherein: one end of the radial cylinder body of the outer cylinder is provided with an oil through port, and the other end of the radial cylinder body of the outer cylinder is provided with an air injection port; the damping piston assembly slides in the cavity of the outer cylinder and divides the inner cavity of the outer cylinder into a piston chamber and a damping chamber; the baffle plate in the damping buffer assembly is fixed on the side wall of the end part of the inner cavity of the outer cylinder in a matched mode, the oil through port is communicated with the piston chamber, and a buffer cushion is arranged in the piston chamber; the rubber buffer block divides the damping chamber into an outer damping chamber and an inner damping chamber, wherein the gas injection port is communicated with the inner damping chamber.
The invention has the beneficial effects that:
the driving unit is an active driving part during braking, the braking unit and the sensory simulation unit are respectively connected with the driving unit, the braking unit is used for realizing vehicle braking, the sensory simulation unit is used for realizing stepping feedback of braking, and the monitoring unit is used for assisting system control so as to realize optimal compatibility between vehicle braking and sensory simulation.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. Wherein:
FIG. 1 is a schematic diagram of the overall framework of the vehicle foot pedal sensory analog control system of the present invention.
FIG. 2 is a detailed piping connection schematic of the vehicle foot pedal sensory analog control system of the present invention.
FIG. 3 is a schematic view of the overall plan view of a sensory simulator in the vehicle foot pedal sensory simulation control system of the present invention.
FIG. 4 is a schematic diagram of the damping piston assembly of the sensory simulator in the vehicle foot pedal sensory simulation control system of the present invention.
FIG. 5 is a schematic diagram of a damping cushion assembly of a sensory simulator in a vehicle foot pedal sensory simulation control system according to the present invention.
Fig. 6 is a schematic view showing the overall sectional structure of a sensory simulator in the sensory simulation control system for a vehicle step in accordance with the present invention.
FIG. 7 is a schematic plan view of a damping piston assembly of a sensory simulator in a vehicle foot pedal sensory simulation control system of the present invention.
FIG. 8 is a schematic diagram of the initial state piping of the vehicle foot pedal sensory simulation control system of the present invention.
FIG. 9 is a schematic diagram of the normal operating state pipeline operation of the vehicle foot pedal sensory simulation control system of the present invention.
FIG. 10 is a schematic diagram of the operation of the vehicle foot pedal sensory simulation control system in an abnormal state.
Detailed Description
In order that the above-recited objects, features and advantages of the present invention will become more readily apparent, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present invention is not limited to the specific embodiments disclosed below.
Further, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic can be included in at least one implementation of the invention. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
Further, in describing the embodiments of the present invention in detail, the cross-sectional view of the device structure is not partially enlarged to a general scale for convenience of description, and the schematic is only an example, which should not limit the scope of protection of the present invention. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.
Example 1
Referring to fig. 1 and 2, for a first embodiment of the present invention, there is provided a vehicle foot pedal feel simulation control system including a driving unit 100, a braking unit 200, a feel simulation unit 300, and a monitoring unit 400. When the driving unit 100 is a component actively driven by a driver during braking of the vehicle, the braking unit 200 is used for realizing braking of the vehicle, the sensory simulation unit 300 is used for simulating braking feedback during stepping, and the monitoring unit 400 is used for monitoring states of the driving unit 100 and the braking unit 200 so as to realize perfect compatibility of braking and sensory simulation in the system and realize the optimal driving effect of the vehicle.
Specifically, the driving unit 100 includes a driving master cylinder 101 and first and second driving lines 102 and 103 connected to the driving master cylinder 101, the second driving line 103 including a brake branch 103a and an analog branch 103b;
a piston assembly 101a is arranged in the inner cavity of the driving master cylinder 101, and the piston assembly 101a divides the inner cavity of the driving master cylinder 101 into a first cavity 101b and a second cavity 101c; the drive shaft of the piston assembly 101a penetrates the side wall of the drive master cylinder 101 and is connected to the foot pedal K.
The driving master cylinder 101 is also connected with a supplementary tank 101d, and the supplementary tank 101d is respectively unidirectionally communicated with the first chamber 101b and the second chamber 101c through a filler pipe 101 d-1.
The driving master cylinder 101 in the driving unit 100 contains hydraulic oil, and its internal chamber is partitioned into two chambers, i.e., a first chamber 101b and a second chamber 101c, by a piston assembly 101 a; the first driving pipe 102 is connected to the first chamber 101b, hydraulic oil in the first chamber 101b can be extruded and discharged by the first driving pipe 102, and hydraulic oil in the second chamber 101c can be extruded and discharged by the second driving pipe 103. The output end of the second driving circuit 103 is separated into two branches, namely, a brake branch 103a and an analog branch 103 b.
Further, the piston assembly 101a includes two sets of coaxially connected pistons and spring members, the two sets of pistons being sealed with the side walls of the cavity that drives the master cylinder 101. For this purpose, the first chamber 101b and/or the second chamber 101c can be compressed only when the first chamber 101b and the second chamber 101c are in communication with the respective drive lines. And the replenishment tank 101d is used to replenish the hydraulic oil in the driving master cylinder 101 unidirectionally.
A brake unit 200 including a brake cylinder 201 and first and second brake lines 202 and 203 connected to the brake cylinder 201, the first brake line 202 being connected to the first drive line 102 through a first brake control valve 204, the second brake line 203 being connected to the brake branch 103a through a second brake control valve 205;
The first brake line 202 and the second brake line 203 are connected with not less than 1 number of brakes Q, respectively.
Further, the brake cylinder 201 is connected to the first brake line 202 and the second brake line 203, respectively, for supplying hydraulic oil into the brake lines, thereby achieving a braking effect of the brake Q. The first brake control valve 204 connects the first brake line 202 to the first drive line 102, and the second brake control valve 205 connects the second brake control valve 205 to the brake branch 103a, in order to enable the drive master cylinder 101 to actively drive the brake Q to achieve a braking effect in an abnormal state of the brake cylinder 201.
The sensory simulation unit 300 includes a sensory simulator 301, and the sensory simulator 301 is connected to the simulation branch 103b through a simulation control valve 302. Specifically, the sensory simulator 301 is configured to implement pedal feedback of the braking effect, which is driven by the driving cylinder 101 through the simulation branch 103 b; the analog control valve 302 is used for controlling the on-off of the sensory simulator 301, and realizing the action of driving the brake Q to brake by transferring the hydraulic oil in the driving oil cylinder 101 into the brake pipeline under the abnormal condition of the brake oil cylinder 201.
In addition, the control system further comprises a monitoring unit 400, wherein the monitoring unit 400 comprises a controller 401, and a first chamber pressure sensor 402, a second chamber pressure sensor 403, a piston displacement sensor 404 and a brake pipe pressure sensor 405 which are electrically connected with the controller 401; wherein a first chamber pressure sensor 402 is located within the first chamber 101b, a second chamber pressure sensor 403 is located within the second chamber 101c, a piston displacement sensor 404 is located on the piston shaft of the piston assembly 101a, and a brake pipe pressure sensor 405 is disposed in the first brake pipe 202 and the second brake pipe 203.
The controller 401 in the monitoring unit 400 is used for controlling each monitoring, namely, the first chamber pressure sensor 402 and the second chamber pressure sensor 403 are used for respectively monitoring the oil pressure in the first chamber 101b and the second chamber 101c in the driving oil cylinder 101, and the piston displacement sensor 404 is used for monitoring the displacement stroke generated by the driving piston of the pedal K; the oil pressure in the first brake line 202 and the second brake line 203, respectively, is monitored by a brake pipe pressure sensor 405.
Example 2
Referring to fig. 2 to 7, a second embodiment of the present invention, which specifically illustrates a sensory simulator 301 employed in the present invention, is based on the above-described embodiment, and is different from the above-described embodiment in that:
The feel simulator 301 includes a damping piston assembly 301a, a damping cushion assembly 301b, and an elastic member 301c and an outer cylinder 301d; wherein, the damping piston assembly 301a comprises a piston seat 301a-1, a damping ring 301a-2 and a locking cone 301a-3 which are matched and arranged on the piston seat 301a-1, and the damping ring 301a-2 is positioned between the piston seat 301a-1 and the locking cone 301 a-3; the damping buffer assembly 301b comprises a rubber buffer block 301b-1 and a baffle plate 301b-2 arranged at the end part of the rubber buffer block 301 b-1; an elastic member 301c disposed between the locking cone 301a-3 and the barrier plate 301b-2; the inner cavity of outer cylinder 301d is hollow, and damping piston assembly 301a, damping cushion assembly 301b, and elastic member 301c are all disposed within the cavity of outer cylinder 301 d.
The piston seat 301a-1 comprises a piston end 301a-11 and a screw 301a-12 arranged on the side wall of the piston end 301a-11, wherein threads are arranged on the side wall of the end of the screw 301a-12 far from the piston end 301 a-11; the locking cone 301a-3 is sleeved on the screw 301a-12 and comprises a cone plate 301a-31 and a cone ring 301a-32 positioned on the side wall of the cone plate 301a-31, and the cone ring 301a-32 faces one side of the piston end 301 a-11; the damping ring 301a-2 is formed by combining not less than 2 damping blocks 301 a-21; the thickness of the damping ring 301a-2 is larger than that of the cone ring 301a-32, and the inner ring side wall of the damping ring 301a-2 and the outer side wall of the cone ring 301a-32 slide in a matched manner; damping piston assembly 301a also includes an adjustment nut 301a-4, adjustment nut 301a-4 being fitted over the threaded end of threaded rod 301 a-12.
The baffle plate 301b-2 is provided with a baffle groove 301b-21, and the tail end of the rubber buffer block 301b-1 is matched and clamped in the baffle groove 301 b-21; the rubber buffer block 301b-1 is entirely horn-shaped and hollow in its interior, and through holes 301b-11 are distributed on the side wall of the rubber buffer block 301 b-1.
The elastic member 301c is a tower-type reducing spring, and is located at one end of the locking cone 301a-3, which is a small end, sleeved on the outer side of the adjusting nut 301a-4, and the other end is a large end, sleeved on the outer side of the rubber buffer block 301b-1, and fixed on the outer ring side wall of the baffle plate 301 b-2.
One end of the radial cylinder body of the outer cylinder 301d is provided with an oil through port 301d-1, and the other end is provided with an air injection port 301d-2; damping piston assembly 301a slides within the cavity of outer barrel 301d and separates the inner cavity of outer barrel 301d into piston chamber H and damping chamber Z; the baffle plate 301b-2 in the damping buffer component 301b is fixed on the side wall of the inner cavity end part of the outer cylinder 301d in a matched mode, the oil through port 301d-1 is communicated with the piston chamber H, and a buffer cushion C is arranged in the piston chamber H; the rubber buffer block 301b-1 partitions the damping chamber Z into an outer damping chamber Z1 and an inner damping chamber Z2, wherein the gas injection port 301d-2 communicates with the inner damping chamber Z2.
Further, compared with the embodiment 1, the damping piston assembly 301a is integrally of a piston structure, the screw 301a-12 in the piston seat 301a-1 is vertically connected to the side wall of the piston end 301a-11, and the screw 301a-12 is used for connecting the damping ring 301a-2 and the mounting locking cone 301a-13; specifically, the radial middle part of the locking cone 301a-13 is provided with a perforation and sleeved on the screw 301a-12, the cone ring 301a-32 in the locking cone 301a-13 protrudes out of the side wall of the cone plate 301a-31, the radial diameter of the cone ring 301a-32 is smaller than the radial diameter of the cone plate 301a-31, so that the cone ring 301a-32 forms an annular cavity at one end facing the piston end 301a-11, and the damping ring 301a-2 is installed in the annular cavity.
Further, the radial diameter of the free ends of the cone rings 301a-32 is smaller than that of the connecting ends, and the whole cone rings are in a truncated cone shape; while the inner ring of the damping ring 301a-2 has a bevel ring matching the bevel of the cone ring 301a-32, and since the thickness of the damping ring 301a-2 is greater than the thickness of the cone ring 301a-32, the damping ring 301a-2 slides toward the outer ring region of the annular cavity as the annular cavity between the piston seat 301a-1 and the sidewall of the cone plate 301a-31 decreases. The damper ring 301a-2 is formed by splicing a plurality of circular arc damper blocks 301 a-21.
Further, to maintain the connection between the piston seat 301a-1 and the locking cone 301a-13, the definition of the locking cone 301a-13 is achieved by adjusting the nut 301a-4, which is synchronized, and can be used to adjust the thickness of the annular cavity.
The baffle plate 301b-2 is used for fixing the rubber buffer block 301b-1, a baffle groove 202a is formed in the side wall of one side of the plate body, the rubber buffer block 301b-1 is integrally horn-shaped, the horn-shaped can be understood that the radial diameter of one end is larger than that of the other end, the radial diameter of the other end is larger than that of the other end, one end of the radial diameter is opened, the side wall of one end of the opening is provided with an edge protruding out of the outer side wall, and the edge can be embedded in the baffle groove 202 a; when the rubber buffer block 301b-1 is installed, the small end of the rubber buffer block passes through the hole in the middle of the baffle plate 301b-2, and the edge of the rubber buffer block is embedded in the baffle groove 202a to realize unidirectional position limitation.
Further, as for the tower-type variable diameter spring of the elastic member 301c, it is understood that this is a nonlinear spring having unequal radial diameters, and linearly transits from the end having a smaller radial diameter to the end having a larger radial diameter. When in installation, the small end of the elastic piece 301c is sleeved on the outer side of the adjusting nut 301a-4, and can be fixed by the adjusting nut 301a-4 and a gasket, and the large end of the elastic piece is connected to the outer ring side wall of the baffle plate 301 b-2.
The damping piston assembly 301a, the damping buffer assembly 301b and the elastic member 301c are all installed in the outer cylinder 301d, the outer cylinder 301d is of a cylindrical structure, the interior of the outer cylinder 301d is hollow, the radial end of the cylinder is provided with an oil through port 301d-1 for connecting with a pedal hydraulic device, and hydraulic oil can enter the inner cavity of the outer cylinder 301d through the oil through port 301 d-1; the other end of the damping chamber is provided with a gas injection port 301d-2 for injecting gas into the chamber, and a one-way valve for one-way charging the damping chamber Z is arranged in the gas injection port 301 d-2.
Specifically, the damping piston assembly 301a, the elastic member 301c, and the damping buffer assembly 301b are sequentially distributed between the oil port 301d-1 and the air injection port 301d-2, wherein circumferential side walls of the piston end 301a-11 and the cone plate 301a-31 in the damping piston assembly 301a are both in sliding contact with an inner cavity side wall of the outer cylinder 301d, and it is to be noted that a sealing ring is provided on the circumferential side wall of the piston end 301a-11 for maintaining a sealing effect between the piston chamber H and the damping chamber Z. The cushion C is used for buffering during the reverse recovery process of the piston ends 301a-11, so that larger vibration is avoided. The baffle plate 301b-2 of the damping buffer assembly 301b is cooperatively fixed on the side wall of the inner cavity end of the outer cylinder 301d, that is, the end of the rubber buffer block 301b-1, which is stably defined in the inner cavity of the damping chamber Z of the outer cylinder 301d, it should be noted that the air injection port 301d-2 is in unidirectional communication with the inner damping chamber Z2. The outer damping chamber Z1 and the inner damping chamber Z2 can be communicated with each other through holes distributed on the side wall of the rubber buffer block 301 b-1.
3-7, Before the sensory simulator 301 is used, the damping force between the circumferential side wall of the damping ring 301a-2 and the inner cavity side wall of the outer cylinder 301d can be adjusted according to requirements, and the thickness of the annular cavity is changed by adjusting the nuts 301 a-4; the dimensional parameters of the elastic member 301c, the damping piston assembly 301a, the spacing between the damping cushion assemblies 301b, etc. may also be selected as desired.
When the device is connected in a braking system of a vehicle, when a pedal is stepped, hydraulic oil in a hydraulic device is injected into a piston chamber H through an oil port 301d-1 to push a piston end 301a-11 to squeeze the space of a damping chamber Z, and the sliding speed of the piston end 301a-11 is primarily slowed down due to the existence of reverse elastic force of an elastic piece 301c and the sliding contact between the circumferential side walls of the piston end 301a-11 and a conical plate 301a-31 and the inner side wall of an outer cylinder; when the piston assembly 301a continuously approaches the damping buffer assembly 301b, the elastic damping of the elastic member 301c continuously increases and increases in a nonlinear manner, in addition, due to the reverse elastic force of the elastic member 301c, the thickness of the annular cavity between the piston end 301a-11 and the conical plate 301a-31 is reduced, and each damping block 301a-21 is pushed to slide circumferentially, so that the extrusion force between the damping ring 301a-2 and the inner side wall of the outer cylinder 301d is increased, that is, the sliding friction force between the damping piston assembly 301a and the outer cylinder 301d is increased, and the sliding speed of the piston end 301a-11 is further slowed down; when the damping piston assembly 301a continues to move toward the damping buffer assembly 301b, the adjusting nut 301a-4 will contact with the end of the rubber buffer block 201, and the elastic force of the tower-type reducing spring increases greatly after deep compression, and the resistance generated when the adjusting nut 301a-4 presses the rubber buffer block 301b-1, and the air resistance generated when the damping chamber Z is compressed, so that the hydraulic thrust carried by the piston end 301a-11 can be buffered finally, and a sustainable slowing effect is achieved.
The rest of the structure is the same as that of embodiment 1.
Example 3
Referring to fig. 8 to 10, a third embodiment of the present invention is a control method of the above system: in an initial state of a vehicle, a first brake control valve 204 and a second brake control valve 205 are in a normally open state, a simulation control valve 302 is in a normally closed state, a first chamber 101b of a driving master cylinder 101 is communicated with a first brake pipeline 202 through a first driving pipeline 102, a second chamber 101c is communicated with a second brake pipeline 203 through a brake branch 103a, and hydraulic oil is supplied to the brake pipelines, so that the first brake pipeline 202 and the second brake pipeline 203 are kept to have oil pressure with rated magnitudes all the time.
After the brake cylinder 201 is started, when the brake pipe pressure sensor 405 monitors that the oil pressure in the brake pipe is within the rated range, the first brake control valve 204 and the second brake control valve 205 are turned off, the analog control valve 302 is turned on, the brake cylinder 201 is communicated with the first brake pipe 202 and the second brake pipe 203 to provide hydraulic oil required for braking, and the driving master cylinder 101 is communicated with the feel simulator 301 to provide hydraulic oil required for the feel simulator 301.
When the braking system is used, when the braking of the vehicle is abnormal, the abnormal oil pressure in the braking pipeline is generally represented as lower than the original rated oil pressure, and at the moment, the brake pipe pressure sensor 405 detects the abnormal oil pressure, the analog control valve 302 is closed, the first braking control valve 204 and the second braking control valve 205 are opened, so that the hydraulic oil in the first chamber 101b and the second chamber 101c in the driving oil cylinder 101 can be pressed into the braking pipeline under the stepping of the pedal K, and emergency braking is realized.
It should be noted that the above embodiments are only for illustrating the technical solution of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present invention may be modified or substituted without departing from the spirit and scope of the technical solution of the present invention, which is intended to be covered in the scope of the claims of the present invention.
Claims (10)
1. A vehicle foot pedal feel simulation control system, characterized in that: comprising the steps of (a) a step of,
A drive unit (100) comprising a drive master cylinder (101) and a first drive line (102) and a second drive line (103) connected to the drive master cylinder (101), the second drive line (103) comprising a brake branch (103 a) and a simulation branch (103 b);
a brake unit (200) comprising a brake cylinder (201) and a first brake line (202) and a second brake line (203) connected to the brake cylinder (201), the first brake line (202) being connected to the first drive line (102) by a first brake control valve (204), the second brake line (203) being connected to the brake branch (103 a) by a second brake control valve (205); and
A sensory simulation unit (300) comprising a sensory simulator (301), said sensory simulator (301) being connected to said simulation branch (103 b) by a simulation control valve (302);
The sensory simulator (301) comprises a damping piston assembly (301 a), a damping buffer assembly (301 b), an elastic piece (301 c) and an outer cylinder (301 d); wherein,
The damping piston assembly (301 a) comprises a piston seat (301 a-1), a damping ring (301 a-2) and a locking cone (301 a-3) which are arranged on the piston seat (301 a-1) in a matching mode, and the damping ring (301 a-2) is positioned between the piston seat (301 a-1) and the locking cone (301 a-3);
The damping buffer assembly (301 b) comprises a rubber buffer block (301 b-1) and a baffle plate (301 b-2) arranged at the end part of the rubber buffer block (301 b-1);
the elastic piece (301 c) is arranged between the locking cone (301 a-3) and the baffle plate (301 b-2);
The piston seat (301 a-1) comprises a piston end (301 a-11) and a screw rod (301 a-12) arranged on the side wall of the piston end (301 a-11), and threads are arranged on the side wall of the end part of the screw rod (301 a-12) far away from the piston end (301 a-11);
The locking cone (301 a-3) is sleeved on the screw rod (301 a-12) and comprises a cone plate (301 a-31) and a cone ring (301 a-32) positioned on the side wall of the cone plate (301 a-31), and the cone ring (301 a-32) faces one side of the piston end (301 a-11);
The damping ring (301 a-2) is formed by combining damping blocks (301 a-21) with the number not less than 2; the thickness of the damping ring (301 a-2) is larger than that of the conical ring (301 a-32), and the inner ring side wall of the damping ring (301 a-2) and the outer side wall of the conical ring (301 a-32) slide in a matched mode.
2. The vehicle foot pedal feel simulation control system according to claim 1, wherein: a piston assembly (101 a) is arranged in the inner cavity of the driving main cylinder (101), and the piston assembly (101 a) divides the inner cavity of the driving main cylinder (101) into a first cavity (101 b) and a second cavity (101 c);
The driving shaft of the piston assembly (101 a) penetrates through the side wall of the driving main cylinder (101) and is connected with the pedal plate (K).
3. The vehicle foot pedal feel simulation control system according to claim 2, wherein: the driving master cylinder (101) is also connected with a supplementary oil tank (101 d), and the supplementary oil tank (101 d) is respectively and unidirectionally communicated with the first chamber (101 b) and the second chamber (101 c) through an oil filling pipe (101 d-1).
4. The vehicle foot pedal feel simulation control system according to claim 3, wherein: the monitoring device further comprises a monitoring unit (400), wherein the monitoring unit (400) comprises a controller (401), and a first chamber pressure sensor (402), a second chamber pressure sensor (403), a piston displacement sensor (404) and a brake pipe pressure sensor (405) which are electrically connected with the controller (401); wherein,
The first chamber pressure sensor (402) is located in the first chamber (101 b), the second chamber pressure sensor (403) is located in the second chamber (101 c), the piston displacement sensor (404) is located on a piston shaft of the piston assembly (101 a), and the brake pipe pressure sensor (405) is disposed in the first brake pipe (202) and the second brake pipe (203).
5. The vehicle foot pedal feel simulation control system according to any one of claims 1 to 4, characterized in that: the first brake pipeline (202) and the second brake pipeline (203) are respectively connected with at least 1 brake (Q).
6. The vehicle foot pedal feel simulation control system according to any one of claims 1 to 4, characterized in that: the inner cavity of the outer cylinder (301 d) is hollow, and the damping piston assembly (301 a), the damping buffer assembly (301 b) and the elastic piece (301 c) are all arranged in the cavity of the outer cylinder (301 d).
7. The vehicle foot pedal sensory simulation control system according to claim 6, wherein: the damping piston assembly (301 a) further comprises an adjusting nut (301 a-4), and the adjusting nut (301 a-4) is matched with the threaded end of the screw rod (301 a-12).
8. The vehicle foot pedal sensory simulation control system according to claim 7, wherein: a baffle groove (301 b-21) is formed in the plate body of the baffle plate (301 b-2), and the tail end of the rubber buffer block (301 b-1) is matched and clamped in the baffle groove (301 b-21);
The rubber buffer block (301 b-1) is integrally horn-shaped and hollow, and through holes (301 b-11) are distributed on the side wall of the rubber buffer block (301 b-1).
9. The vehicle foot pedal sensory simulation control system according to claim 8, wherein: the elastic piece (301 c) is a tower-type reducing spring, one end of the elastic piece, which is positioned on the locking cone (301 a-3), is a small end, is sleeved on the outer side of the adjusting nut (301 a-4), and the other end of the elastic piece is a large end, is sleeved on the outer side of the rubber buffer block (301 b-1), and is fixed on the outer ring side wall of the baffle plate (301 b-2).
10. The vehicle foot pedal feel simulation control system according to any one of claims 7 to 9, characterized in that: one end of the radial cylinder body of the outer cylinder (301 d) is provided with an oil through port (301 d-1), and the other end of the radial cylinder body is provided with an air injection port (301 d-2);
The damping piston assembly (301 a) slides in the cavity of the outer cylinder (301 d) and divides the inner cavity of the outer cylinder (301 d) into a piston chamber (H) and a damping chamber (Z);
The baffle plate (301 b-2) in the damping buffer component (301 b) is fixed on the side wall of the end part of the inner cavity of the outer cylinder (301 d) in a matching way,
The oil through port (301 d-1) is communicated with the piston chamber (H), and a buffer pad (C) is arranged in the piston chamber (H);
the rubber buffer block (301 b-1) divides the damping chamber (Z) into an outer damping chamber (Z1) and an inner damping chamber (Z2), wherein the gas injection port (301 d-2) is communicated with the inner damping chamber (Z2).
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| CN101879891B (en) * | 2010-06-29 | 2012-08-15 | 浙江亚太机电股份有限公司 | Simulator for feeling automobile brake pedal |
| KR101988516B1 (en) * | 2017-09-25 | 2019-06-13 | 주식회사 만도 | Pedal simulator |
| CN112208501B (en) * | 2020-10-10 | 2021-10-22 | 清华大学 | Brake pedal feel simulation device and method based on controllable variable-stiffness hydraulic cylinder |
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