CN210416539U - Pedal stroke simulator device - Google Patents
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- CN210416539U CN210416539U CN201920993170.2U CN201920993170U CN210416539U CN 210416539 U CN210416539 U CN 210416539U CN 201920993170 U CN201920993170 U CN 201920993170U CN 210416539 U CN210416539 U CN 210416539U
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Abstract
The utility model discloses a pedal stroke simulator device, which belongs to the technical field of automobile active safety systems and automobile chassis electric control, and comprises an oil can, a brake pedal, a brake master cylinder and a first stroke simulation component; the brake master cylinder is respectively connected with the oil pot and the brake pedal, and is arranged between the oil pot and the brake pedal; the first stroke simulation assembly is respectively connected with the brake master cylinder, the oil pot and the brake control mechanism, the first stroke simulation assembly is arranged between the brake master cylinder and the brake control mechanism, and the brake master cylinder is arranged between the first stroke simulation assembly and the oil pot; wherein the brake control mechanism comprises a brake anti-lock system or a vehicle body stability control system. The utility model discloses reached can be more accurate brake the vehicle, improve the brake performance of vehicle, reduce the technological effect who takes place the incident.
Description
Technical Field
The utility model belongs to the technical field of car initiative safety coefficient and vehicle chassis are automatically controlled, in particular to footboard stroke simulator device.
Background
The vehicle is mainly used for carrying personnel and/or cargoes and an automobile for towing the personnel and/or cargoes. With the development of new energy automobiles, the electromotion and intellectualization of automobiles become a future development trend. The brake-by-wire system, i.e., an electronic control brake system, is classified into a mechanical brake-by-wire system and a hydraulic brake-by-wire system. A series of special devices on a vehicle for applying a certain force to certain parts (mainly wheels) of the vehicle from the outside (mainly a road surface) so as to apply a certain degree of forced braking to the certain parts are collectively called a brake system.
In the existing technologies applied to active safety systems and electronic control of chassis of automobiles, the traditional hydraulic and mechanical force transmission mechanisms are usually eliminated in a brake-by-wire system or a brake boosting system in a new energy automobile, and pedal feel feedback is provided by damping with an elastic component. Therefore, when the brake is carried out under the same working condition, the displacement and the pressure of the pedal have larger difference with the traditional brake system, so that the perception and the control of a driver are not facilitated, and the pedal feeling can not be adjusted to influence the operation feeling of the driver. For example: when a driver steps on the brake pedal, the brake pedal is always stepped off when the resistance is small, and the brake pedal is hard when the resistance is large. Therefore, a driver is difficult to accurately brake the vehicle, the braking performance is poor, and safety accidents are easy to happen.
In summary, in the existing technologies applied to the active safety system of the automobile and the electronic control of the automobile chassis, there are technical problems that it is difficult for the driver to accurately brake the vehicle, the braking performance of the vehicle is poor, and safety accidents are very easy to happen.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that there is the driver to be difficult to carry out accurate braking to the vehicle, and the brake performance of vehicle is poor, very easily takes place the technical problem of incident.
In order to solve the technical problem, the utility model provides a footboard stroke simulator device, including brake control mechanism, the device includes: an oil can; a brake pedal; the brake master cylinder is respectively connected with the oil pot and the brake pedal and is arranged between the oil pot and the brake pedal; the first stroke simulation assembly is respectively connected with the brake master cylinder, the oil pot and the brake control mechanism, the first stroke simulation assembly is arranged between the brake master cylinder and the brake control mechanism, and the brake master cylinder is arranged between the first stroke simulation assembly and the oil pot; wherein the brake control mechanism comprises a brake anti-lock system or a vehicle body stability control system.
Further, the apparatus further comprises: the second stroke simulation assembly is respectively connected with the brake master cylinder, the oil pot and the brake control mechanism, the brake master cylinder is arranged between the second stroke simulation assembly and the oil pot, and the brake master cylinder is arranged between the second stroke simulation assembly and the first stroke simulation assembly.
Further, the first stroke simulation component comprises: and the normally open valve is connected with the brake master cylinder and connected with the anti-lock brake system or the vehicle body stability control system.
Further, the first stroke simulation component comprises: a normally-closed valve connected to the master cylinder, the normally-closed valve being disposed between the master cylinder and the normally-open valve.
Further, the first stroke simulation component comprises: the first simulator, the first simulator with normally closed valve connects, the first simulator with the oilcan is connected, normally closed valve sets up the brake master cylinder with between the first simulator, the first simulator sets up normally closed valve with between the oilcan.
Further, the first simulator includes: an elastic member; the reaction disc is connected with the elastic component; a sensor connected to the reaction disk, the reaction disk being disposed between the elastic member and the sensor; the controller, the controller respectively with the sensor, normally closed valve with the oilcan is connected, the sensor sets up the controller with between the reaction plate.
Further, the second stroke simulation assembly includes: the hydraulic servo booster is connected with the oil can, and the hydraulic servo booster is connected with the brake master cylinder.
Further, the second stroke simulation assembly includes: the hydraulic control unit is connected with the hydraulic servo booster, the hydraulic control unit is connected with the oil can, and the hydraulic servo booster is arranged between the hydraulic control unit and the brake master cylinder.
Further, the second stroke simulation assembly includes: the boosting power source is connected with the hydraulic control unit, the boosting power source is connected with the oil can, and the hydraulic control unit is arranged between the boosting power source and the hydraulic servo booster.
Further, the apparatus further comprises: the hydraulic servo booster is connected with the anti-lock brake system or the vehicle body stability control system and then connected with the N front wheels; the M rear wheels are connected with the normally open valve after being connected with the anti-lock braking system or the vehicle body stability control system; wherein the N is a positive integer and the M is a positive integer.
Has the advantages that:
the utility model provides a footboard stroke simulator device is connected through brake master cylinder and oilcan to and brake pedal and brake master cylinder are connected, set up brake master cylinder between oilcan and brake pedal. Meanwhile, the first stroke simulation assembly is connected with the brake master cylinder, the oil pot and the brake control mechanism are respectively connected with the first stroke simulation assembly, the first stroke simulation assembly is arranged between the brake master cylinder and the brake control mechanism, and the brake master cylinder is arranged between the first stroke simulation assembly and the oil pot, so that in actual operation, the rigidity of a brake system is adjusted through the first stroke simulation assembly to adjust the resistance of the brake pedal; when the driver pushes the brake pedal, the brake pedal can feed back the adjusted resistance to the driver, and corresponding resistance is provided for the driver. Therefore, the resistance of the pedal of the traditional automobile is simulated in the new energy automobile by adjusting the resistance of the brake pedal, and the quick adaptation of a driver to the brake pedal is facilitated. And then, the oil entering the interior of the brake main cylinder from the oil can and the oil flowing into the anti-lock brake system or the vehicle body stability control system from the interior of the brake main cylinder are accurately controlled through the brake pedal, so that the vehicle is accurately braked, the braking performance of the vehicle is improved, and the probability of safety accidents is reduced. Therefore, the technical effects of accurately braking the vehicle, improving the braking performance of the vehicle and reducing safety accidents are achieved.
The above description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented according to the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more obvious and understandable, the following detailed description of the present invention is given.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic view of an overall structure of a pedal stroke simulator device according to an embodiment of the present invention;
fig. 2 is a block diagram of a first simulator in a pedal stroke simulator device according to an embodiment of the present invention.
Detailed Description
The utility model discloses a pedal stroke simulator device is connected through master cylinder and oilcan 10 to and brake pedal 20 and master cylinder are connected, set up master cylinder between oilcan 10 and brake pedal 20. Meanwhile, the first stroke simulation component 40 is connected with a brake master cylinder, the oil pot 10 and the brake control mechanism are respectively connected with the first stroke simulation component 40, the first stroke simulation component 40 is arranged between the brake master cylinder and the brake control mechanism, and the brake master cylinder is arranged between the first stroke simulation component 40 and the oil pot 10, so that in actual operation, the rigidity of a brake system is adjusted through the first stroke simulation component 40 to adjust the resistance of the brake pedal 20; when the driver pushes the brake pedal 20, the brake pedal 20 will feed back to the driver according to the adjusted resistance value, so as to provide the driver with corresponding resistance. Therefore, the resistance of the pedal of the traditional automobile is simulated in the new energy automobile by adjusting the resistance of the brake pedal 20, and the rapid adaptation of the driver to the brake pedal 20 is facilitated. Then, the oil entering the brake master cylinder from the oil can 10 and the oil flowing into the anti-lock brake system or the vehicle body stability control system from the interior of the brake master cylinder are accurately controlled through the brake pedal 20, so that the vehicle is accurately braked, the braking performance of the vehicle is improved, and the probability of safety accidents is reduced. Therefore, the technical effects of accurately braking the vehicle, improving the braking performance of the vehicle and reducing safety accidents are achieved.
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art belong to the protection scope of the present invention; the "and/or" keyword "referred to in this embodiment represents sum or two cases, in other words, a and/or B mentioned in the embodiment of the present invention represents two cases of a and B, A or B, and describes three states where a and B exist, such as a and/or B, representing: only A does not include B; only B does not include A; including A and B.
Also, in embodiments of the invention, when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When a component is referred to as being "connected" to another component, it can be directly connected to the other component or intervening components may also be present. When a component is referred to as being "disposed on" another component, it can be directly on the other component or intervening components may also be present. The terms "vertical," "horizontal," "left," "right," and similar expressions used in the embodiments of the present invention are for illustrative purposes only and are not intended to limit the present invention.
Referring to fig. 1, fig. 1 is a schematic view of an overall structure of a pedal stroke simulator device according to an embodiment of the present invention. The embodiment of the utility model provides a footboard stroke simulator device, including brake control mechanism, brake control mechanism includes braking anti-lock braking system or automobile body stable control system (brake control mechanism is called ABS/ESC for short, and following direct citation is called "ABS/ESC" for short), footboard stroke simulator device includes oilcan 10, brake pedal 20, brake master cylinder, first stroke simulation subassembly 40 and second stroke simulation subassembly 50. The oil can 10, the brake pedal 20, the master cylinder, the first stroke simulator assembly 40 and the second stroke simulator assembly 50 will now be described in detail as follows:
for the oil can 10, the brake pedal 20 and the master cylinder:
the brake master cylinder is connected to the oil can 10 and the brake pedal 20, respectively, and the brake master cylinder is disposed between the oil can 10 and the brake pedal 20.
With continuing reference to fig. 1, the oil can 10 is a brake oil can 10, the brake oil can 10 belongs to a key component of a vehicle brake system, the brake system is an important system of the vehicle, the brake system is a series of special devices that can forcibly reduce the running speed of the vehicle, the brake system mainly comprises an energy supply device, a control device, a transmission device and a brake, and the main function of the brake system is to decelerate or even stop the running vehicle, keep the speed of the vehicle running downhill stable, and keep the stopped vehicle still. The oil can 10 is composed of an oil can 10 body and an oil can 10 cover, the oil can 10 body has a space for containing brake fluid, so that the oil can 10 body is used for storing the brake fluid, the brake fluid is a liquid medium for transmitting brake pressure in a hydraulic brake system, when the oil can is used in a vehicle adopting the hydraulic brake system, the brake fluid is also called brake oil or forcing oil, the brake fluid is an indispensable part for braking the brake system, and in the brake system, the brake fluid is used as a medium for transmitting force, because the liquid cannot be compressed, the pressure output from the main pump can be directly transmitted to the branch pump through the brake fluid.
Meanwhile, the oil storage can 10 body of the oil can 10 can communicate with the interior of the brake master cylinder, for example: the oil storage pot 10 in the oil pot 10 and the interior of the brake master cylinder are communicated with each other through the hose, one end of the hose is communicated with the interior of the oil storage pot 10 in the oil pot 10, the other end of the hose is communicated with the interior of the brake master cylinder, so that brake fluid in the interior of the oil storage pot 10 in the oil pot 10 can be conveyed to the interior of the brake master cylinder through the hose, brake fluid is provided for the interior of the brake master cylinder through the oil storage pot 10 in the oil pot 10, and the oil storage pot 10 in the oil pot 10 can serve as a fluid storage chamber of the brake master cylinder. The brake pedal 20 is a pedal for limiting power, i.e. a pedal of a foot brake or a service brake, the brake pedal 20 is used for decelerating and stopping, and how a driver controls the brake pedal 20 directly affects the driving safety of the automobile. The main brake cylinder belongs to a one-way acting piston type hydraulic cylinder, the main brake cylinder is used for converting mechanical energy input by a pedal mechanism into hydraulic energy, and can be divided into a single-cavity type and a double-cavity type and is respectively used for a single-loop hydraulic brake system and a double-loop hydraulic brake system. The brake pedal 20 is input as a pedal mechanism matched with the master cylinder by interconnecting the brake pedal 20 and the master cylinder, when a driver pushes the brake pedal 20, mechanical energy is input to the brake pedal 20, the master cylinder is interconnected with the oil reservoir 10 in the oil reservoir 10 by interconnecting the brake pedal 20 and the master cylinder, the master cylinder can convert the mechanical energy input to the brake pedal 20 by the driver into hydraulic energy, and then the braking of the vehicle is controlled by the hydraulic energy input or output to the brake system. For example: when a driver steps on the brake pedal 20 (i.e. pushes the brake pedal 20), the brake pedal 20 will pull the elasticity in the brake master cylinder, the space in the brake master cylinder is gradually increased, and the brake fluid in the oil storage tank 10 in the oil tank 10 will flow into the brake master cylinder; when the driver releases the brake pedal 20, the elasticity in the master cylinder is restored to the original shape, and the brake fluid in the master cylinder is compressed. Meanwhile, when the driver steps on the brake pedal 20, the brake fluid and the spring located in the brake master cylinder also generate resistance (hereinafter, referred to as "resistance of the brake pedal 20") to the sole of the driver, so that the driver can easily perceive the magnitude of the thrust acting on the brake pedal 20, thereby improving the controllability of the brake pedal 20. Therefore, the technical effects of converting the mechanical energy input by the brake pedal 20 into hydraulic energy, generating resistance to the driver in the process that the driver steps on the brake pedal 20 and improving the controllability are achieved.
For the first stroke simulation module 40:
the first stroke simulation assembly 40 is respectively connected with the master cylinder, the oil can 10 and the brake control mechanism, the first stroke simulation assembly 40 is arranged between the master cylinder and the brake control mechanism, and the master cylinder is arranged between the first stroke simulation assembly 40 and the oil can 10. Wherein the brake control mechanism comprises a brake anti-lock system or a vehicle body stability control system.
The first stroke simulation assembly 40 includes a normally open valve 401, a normally closed valve 402, and a first simulator 403. A normally open valve 401 is connected to the master cylinder, and the normally open valve 401 is connected to the anti-lock brake system or the vehicle body stability control system; the normally-closed valve 402 is connected to the master cylinder, and the normally-closed valve 402 is disposed between the master cylinder and the normally-open valve 401; the first simulator 403 is connected to the normally closed valve 402, the first simulator 403 is connected to the oil can 10, the normally closed valve 402 is disposed between the master cylinder and the first simulator 403, and the first simulator 403 is disposed between the normally closed valve 402 and the oil can 10.
The first simulator 403 includes an elastic member 4031, a reaction disk 4032, a sensor 4033, and a controller 4034. The reaction disk 4032 is connected with the elastic member 4031; the sensor 4033 is connected to the reaction disk 4032, and the reaction disk 4032 is disposed between the elastic member 4031 and the sensor 4033; the controller 4034 is connected to the sensor 4033, the normally-closed valve 402 and the oil can 10, respectively, and the sensor 4033 is disposed between the controller 4034 and the reaction disk 4032.
Referring to fig. 1 and fig. 2, fig. 2 is a block diagram of a first simulator 403 in a pedal stroke simulator device according to an embodiment of the present invention. The normally open valve 401 is a brake normally open solenoid valve for controlling the flow of brake fluid, the normally open valve 401 includes an electronic control system therein, the electronic control system in the normally open valve 401 can control whether the brake fluid in the master cylinder flows into the ABS/ESC through the normally open valve 401, and for example, when the normally open valve 401 is in an energized open state, the brake fluid in the master cylinder can flow into the ABS/ESC from the normally open valve 401; when the normally open valve 401 is in the power-off closed state, the brake fluid in the master cylinder cannot flow into the ABS/ESC from the normally open valve 401. In specific operation, the ABS/ESC controls whether the first stroke simulation module 40 works according to real-time working conditions, when the ABS/ESC controls the first stroke simulation module 40 to be in a working state, the normally open valve 401 is in an energized open state, at this time, brake fluid in the brake master cylinder flows into the ABS/ESC from the normally open valve 401, and then the ABS/ESC controls the braking of the wheel.
The normally closed valve 402 is a normally closed brake solenoid valve for controlling the flow of brake fluid, the normally closed valve 402 includes an electronic control system therein, and the electronic control system provided in the normally closed valve 402 can control whether the brake fluid in the master cylinder flows through the normally closed valve 402 into the first simulator 403 and then flows from the first simulator 403 into the reservoir 10 of the oil can 10. The elastic member 4031 (for example, a spring) is controlled by adjusting the reaction disk 4032 in the first simulator 403, data information is collected by the sensor 4033 arranged on the reaction disk 4032, the collected data information is sent to the controller 4034, and then the normally closed valve 402 and the brake fluid flowing into/out of the oil can 10 are controlled by an electronic control system in the controller 4034 to control and adjust the rigidity of the brake system. Then, the resistance of the brake pedal 20 is controlled, the relationship between the stroke of the brake pedal 20 and the brake oil pressure is improved, that is, the first simulator 403 adjusts the feeling of the brake pedal 20 according to the requirements of different vehicles, the operation feeling of the driver is improved, the driver can conveniently and accurately brake the vehicle, and safety accidents are avoided. Therefore, the technical effects of accurately braking the vehicle, improving the braking performance of the vehicle and reducing safety accidents are achieved.
For the second stroke simulation assembly 50:
the second stroke simulation module 50 is connected to the master cylinder, the oil can 10 and the brake control mechanism, respectively, the master cylinder is disposed between the second stroke simulation module 50 and the oil can 10, and the master cylinder is disposed between the second stroke simulation module 50 and the first stroke simulation module 40.
The second stroke simulation module 50 includes a hydraulic servo booster 501, a hydraulic control unit 502, and a boosting power source 503. The hydraulic servo booster 501 is connected with the oil can 10, and the hydraulic servo booster 501 is connected with the brake master cylinder; the hydraulic control unit 502 is connected with the hydraulic servo booster 501, the hydraulic control unit 502 is connected with the oil can 10, and the hydraulic servo booster 501 is arranged between the hydraulic control unit 502 and the brake master cylinder; the boosting power source 503 is connected with the hydraulic control unit 502, the boosting power source 503 is connected with the oil can 10, and the hydraulic control unit 502 is arranged between the boosting power source 503 and the hydraulic servo booster 501.
Referring to fig. 1, the hydraulic servo booster 501 is a servo mechanism using hydraulic action, the hydraulic servo booster 501 mainly comprises hydraulic pump, oil pipe, pressure fluid control valve, V-shaped transmission belt, oil storage tank, etc., the booster is a control device for the automobile by compressed air, high pressure oil, etc. to achieve the purpose of light use, the hydraulic servo booster 501 is a control device of the servo system, the hydraulic servo booster 501 can be directly controlled by the brake pedal 20 mechanism, the output force acts on the hydraulic master cylinder, and pressurizes the oil in the master cylinder together with the pedal force. The hydraulic servo booster 501 can perform vacuum boosting on the brake pedal 20, the vacuum boosting is to increase the force applied to the brake pedal 20 by a driver by utilizing vacuum (negative pressure), and then the driver can brake the vehicle conveniently, so that the technical effects of improving the braking performance of the vehicle and increasing the controllability of the vehicle are achieved.
The hydraulic control unit 502 can sequentially fetch each instruction from the memory according to a program programmed in advance by a user, place the instruction in the instruction register IR, determine what operation should be performed by instruction decoding (analysis), and then send a micro-operation control signal to the corresponding component at a determined timing by the operation controller OC. The operation controller OC mainly comprises a beat pulse generator, a control matrix, a clock pulse generator, a reset circuit, a start-stop circuit and other control logics. The hydraulic control unit 502 is capable of controlling an oil passage in the hydraulic servo booster 501.
The boosting power source 503 includes an electric motor, which is a device for converting electric energy into mechanical energy, and the electric motor generates a rotating magnetic field by using an electrified coil and acts on a rotor to form a magnetoelectric power rotating torque. The motor mainly comprises a stator and a rotor, and the direction of the forced movement of the electrified conducting wire in the magnetic field is related to the current direction and the magnetic induction line direction. The working principle of the motor is that the magnetic field exerts force on current to rotate the motor. The power assist source 503 is capable of providing the driver with an additional portion of the force required to brake the vehicle. For example: when the driver applies force to the brake pedal 20, the force required by the brake system is generally greater than the force applied to the brake pedal 20 by the driver, and assuming that the force required by the brake system is w (n), the force applied to the brake pedal 20 by the driver is n (n), and w (n) is greater than n (n), the force provided by the assist power source 503 is y (n), and y (n) is equal to the difference of w (n) minus n (n). Thereby achieving the technical effects of providing the resistance of the brake pedal 20 through the hydraulic servo booster 501, the hydraulic control unit 502 and the boosting power source 503, and providing the driver with good pedal feel.
It should be noted that the connection between the master cylinder and the ABS/ESC is divided into two paths, the first path is the master cylinder connecting normally open valve 401, normally closed valve 402, and first simulator 403; the second path is that the brake master cylinder is connected with a hydraulic servo booster 501, a hydraulic control unit 502 and an assisting power source 503. When the normally open valve 401, the normally closed valve 402, and the first simulator 403 of the first simulator 403 fail to operate, the hydraulic servo booster 501, the hydraulic control unit 502, and the boosting power source 503 of the second stroke simulator unit 50 can continue to operate, and at this time, if the driver applies a force to the brake pedal 20, the braking of the wheels can be continued by the second stroke simulator unit 50. Therefore, when the first stroke simulation component 40 fails, the second stroke simulation component 50 can still keep the braking performance of the system, and the technical effect of improving the safety of the vehicle system is achieved.
The second stroke simulator unit 50 may have the same structural principle as the first stroke simulator unit 40, and the second stroke simulator unit 50 may include a normally open valve a, a normally closed valve a, and a first simulator a, and the normally open valve a and the normally open valve 401 have the same structure and principle, and therefore, the description thereof will not be repeated; since normally closed valve a and normally closed valve 402 have the same structure and principle, they will not be described in detail herein; since the first simulator a and the first simulator 403 have the same structure and principle, description thereof will not be repeated here. The second stroke simulator unit 50 and the first simulator 403 control the braking of the wheels of the vehicle, and when the first simulator 403 fails and fails to operate, the second stroke simulator unit 50 can continue to operate, and at this time, the second stroke simulator unit 50 can continue to control the braking of the wheels if the driver applies a force to the brake pedal 20. Therefore, when the first stroke simulation component 40 fails, the second stroke simulation component 50 can still keep the braking performance of the system, and the technical effect of improving the safety of the vehicle system is achieved.
The apparatus may further include N front wheels 60 and M rear wheels 601 for control of braking of the vehicle's tires by the first stroke simulator assembly 40 and the second stroke simulator assembly 50, respectively. After the hydraulic servo booster 501 is connected with the anti-lock brake system or the vehicle body stability control system, the hydraulic servo booster is connected with the N front wheels 60; the normally open valve 401 is connected to the M rear wheels 601 after being connected to the anti-lock brake system or the vehicle body stability control system; wherein N is a positive integer and M is a positive integer.
With continued reference to fig. 1, the N front wheels 60 refer to 2 front wheels 60, 4 front wheels 60, 6 front wheels 60, 8 front wheels 60, 10 front wheels 60, etc., and the N front wheels 60 are respectively disposed at two sides of the front of the cab of the vehicle. The M rear wheels 601 refer to 2 rear wheels 601, 4 rear wheels 601, 6 rear wheels 601, 8 rear wheels 601, 10 rear wheels 601, and the like, and the N rear wheels 601 are respectively disposed on both sides behind the vehicle cabin. The braking of the N front wheels 60 is controlled through the first stroke simulation component 40 and the ABS/ESC, and the braking of the M rear wheels 601 is controlled through the second stroke simulation component 50 and the ABS/ESC; alternatively, the first stroke simulation module 40 and the ABS/ESC are used to control braking of the M rear wheels 601, and the second stroke simulation module 50 and the ABS/ESC are used to control braking of the N front wheels 60; alternatively, the braking of the N front wheels 60 and the M rear wheels 601 is controlled by the first stroke simulator assembly 40 and the ABS/ESC, and the braking of the N front wheels 60 and the M rear wheels 601 is controlled by the second stroke simulator assembly 50 and the ABS/ESC. Therefore, the technical effects of accurately braking the wheel through the first stroke simulation component 40 and/or the second stroke simulation component 50, improving the braking performance of the vehicle, enhancing the safety of a vehicle system and reducing the occurrence of safety accidents are achieved.
The utility model provides a pedal stroke simulator device is connected through master cylinder and oilcan 10 to and brake pedal 20 and master cylinder are connected, set up master cylinder between oilcan 10 and brake pedal 20. Meanwhile, the first stroke simulation component 40 is connected with a brake master cylinder, the oil pot 10 and the brake control mechanism are respectively connected with the first stroke simulation component 40, the first stroke simulation component 40 is arranged between the brake master cylinder and the brake control mechanism, and the brake master cylinder is arranged between the first stroke simulation component 40 and the oil pot 10, so that in actual operation, the rigidity of a brake system is adjusted through the first stroke simulation component 40 to adjust the resistance of the brake pedal 20; when the driver pushes the brake pedal 20, the brake pedal 20 will feed back to the driver according to the adjusted resistance value, so as to provide the driver with corresponding resistance. Therefore, the resistance of the pedal of the traditional automobile is simulated in the new energy automobile by adjusting the resistance of the brake pedal 20, and the rapid adaptation of the driver to the brake pedal 20 is facilitated. Then, the oil entering the brake master cylinder from the oil can 10 and the oil flowing into the anti-lock brake system or the vehicle body stability control system from the interior of the brake master cylinder are accurately controlled through the brake pedal 20, so that the vehicle is accurately braked, the braking performance of the vehicle is improved, and the probability of safety accidents is reduced. Therefore, the technical effects of accurately braking the vehicle, improving the braking performance of the vehicle and reducing safety accidents are achieved.
Finally, it should be noted that the above embodiments are only used for illustrating the technical solutions of the present invention and not for limiting, and although the present invention has been described in detail with reference to the examples, those skilled in the art should understand that the technical solutions of the present invention can be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should be covered by the scope of the claims of the present invention.
Claims (10)
1. A pedal stroke simulator device is applied to a brake control mechanism, wherein the brake control mechanism comprises a brake anti-lock system or a vehicle body stability control system; characterized in that the device comprises:
an oil can;
a brake pedal;
the brake master cylinder is respectively connected with the oil pot and the brake pedal and is arranged between the oil pot and the brake pedal;
the first stroke simulation assembly is respectively connected with the brake master cylinder, the oil pot and the brake control mechanism, the first stroke simulation assembly is arranged between the brake master cylinder and the brake control mechanism, and the brake master cylinder is arranged between the first stroke simulation assembly and the oil pot.
2. A pedal stroke simulator device according to claim 1, further comprising:
the second stroke simulation assembly is respectively connected with the brake master cylinder, the oil pot and the brake control mechanism, the brake master cylinder is arranged between the second stroke simulation assembly and the oil pot, and the brake master cylinder is arranged between the second stroke simulation assembly and the first stroke simulation assembly.
3. A pedal stroke simulator device according to claim 2, wherein said first stroke simulator assembly comprises:
and the normally open valve is connected with the brake master cylinder and connected with the anti-lock brake system or the vehicle body stability control system.
4. A pedal stroke simulator device according to claim 3, wherein said first stroke simulator assembly comprises:
a normally-closed valve connected to the master cylinder, the normally-closed valve being disposed between the master cylinder and the normally-open valve.
5. The pedal stroke simulator device according to claim 4, wherein said first stroke simulation module comprises:
the first simulator, the first simulator with normally closed valve connects, the first simulator with the oilcan is connected, normally closed valve sets up the brake master cylinder with between the first simulator, the first simulator sets up normally closed valve with between the oilcan.
6. A pedal stroke simulator device according to claim 5, wherein said first simulator comprises:
an elastic member;
the reaction disc is connected with the elastic component;
a sensor connected to the reaction disk, the reaction disk being disposed between the elastic member and the sensor;
the controller, the controller respectively with the sensor, normally closed valve with the oilcan is connected, the sensor sets up the controller with between the reaction plate.
7. The pedal stroke simulator device according to claim 6, wherein said second stroke simulator assembly comprises:
the hydraulic servo booster is connected with the oil can, and the hydraulic servo booster is connected with the brake master cylinder.
8. The pedal stroke simulator device according to claim 7, wherein said second stroke simulator assembly comprises:
the hydraulic control unit is connected with the hydraulic servo booster, the hydraulic control unit is connected with the oil can, and the hydraulic servo booster is arranged between the hydraulic control unit and the brake master cylinder.
9. The pedal stroke simulator device according to claim 8, wherein said second stroke simulator assembly comprises:
the boosting power source is connected with the hydraulic control unit, the boosting power source is connected with the oil can, and the hydraulic control unit is arranged between the boosting power source and the hydraulic servo booster.
10. The pedal stroke simulator device according to claim 9, further comprising:
the hydraulic servo booster is connected with the anti-lock brake system or the vehicle body stability control system and then connected with the N front wheels;
the M rear wheels are connected with the normally open valve after being connected with the anti-lock braking system or the vehicle body stability control system; wherein the N is a positive integer and the M is a positive integer.
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| CN201920993170.2U CN210416539U (en) | 2019-06-28 | 2019-06-28 | Pedal stroke simulator device |
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| CN201920993170.2U CN210416539U (en) | 2019-06-28 | 2019-06-28 | Pedal stroke simulator device |
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| CN210416539U true CN210416539U (en) | 2020-04-28 |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110316168A (en) * | 2019-06-28 | 2019-10-11 | 武汉元丰汽车电控***有限公司 | A kind of pedal travel simulator apparatus |
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2019
- 2019-06-28 CN CN201920993170.2U patent/CN210416539U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110316168A (en) * | 2019-06-28 | 2019-10-11 | 武汉元丰汽车电控***有限公司 | A kind of pedal travel simulator apparatus |
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Address after: 430073 No. 299, Guanggu Avenue, Donghu Development Zone, Wuhan City, Hubei Province Patentee after: Wuhan Yuanfeng automobile electronic control system Co.,Ltd. Patentee after: WUHAN JIAQI XINYANG TECHNOLOGY DEVELOPMENT Co.,Ltd. Address before: No. 299, Guanggu Avenue, Donghu Development Zone, Wuhan City, Hubei Province, 430014 Patentee before: WUHAN YOUFIN ELECTRONIC CONTROL SYSTEM Co.,Ltd. Patentee before: WUHAN JIAQI XINYANG TECHNOLOGY DEVELOPMENT Co.,Ltd. |