CN211252217U - Fully-decoupled braking energy recovery device capable of actively adjusting pedal feel - Google Patents
Fully-decoupled braking energy recovery device capable of actively adjusting pedal feel Download PDFInfo
- Publication number
- CN211252217U CN211252217U CN201922279685.9U CN201922279685U CN211252217U CN 211252217 U CN211252217 U CN 211252217U CN 201922279685 U CN201922279685 U CN 201922279685U CN 211252217 U CN211252217 U CN 211252217U
- Authority
- CN
- China
- Prior art keywords
- liquid inlet
- electromagnetic valve
- port
- brake
- liquid outlet
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 238000011084 recovery Methods 0.000 title claims abstract description 33
- 239000007788 liquid Substances 0.000 claims abstract description 297
- 230000007246 mechanism Effects 0.000 claims abstract description 23
- 238000003860 storage Methods 0.000 claims abstract description 16
- 238000006073 displacement reaction Methods 0.000 claims description 23
- 238000005192 partition Methods 0.000 claims description 22
- 239000000853 adhesive Substances 0.000 claims description 3
- 230000001070 adhesive effect Effects 0.000 claims description 3
- 238000005096 rolling process Methods 0.000 claims description 2
- 230000003247 decreasing effect Effects 0.000 claims 1
- 238000009423 ventilation Methods 0.000 claims 1
- 230000035807 sensation Effects 0.000 abstract description 13
- 230000001105 regulatory effect Effects 0.000 abstract description 9
- 239000012530 fluid Substances 0.000 description 17
- 230000006870 function Effects 0.000 description 12
- 238000007789 sealing Methods 0.000 description 12
- 238000000034 method Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 8
- 230000001276 controlling effect Effects 0.000 description 5
- 230000033228 biological regulation Effects 0.000 description 4
- 238000009826 distribution Methods 0.000 description 4
- 230000009467 reduction Effects 0.000 description 4
- 239000011550 stock solution Substances 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 230000001172 regenerating effect Effects 0.000 description 3
- 238000004088 simulation Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000004033 plastic Substances 0.000 description 1
- 238000011946 reduction process Methods 0.000 description 1
- 238000010992 reflux Methods 0.000 description 1
- 125000006850 spacer group Chemical group 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 230000007306 turnover Effects 0.000 description 1
Images
Landscapes
- Regulating Braking Force (AREA)
Abstract
The utility model discloses a full decoupling type braking energy recovery unit of initiative adjustment footboard sensation exists the ability that has surpassed current product to the performance requirement of hydraulic pressure regulating unit in order to solve prior art, and the structure is complicated, and the control degree of difficulty is big, and the footboard sensation is inconsistent with traditional vehicle scheduling problem. The hydraulic brake system comprises a brake control mechanism, a pedal stroke simulator and a hydraulic adjusting unit; a front cavity liquid outlet A of a brake master cylinder in the brake control mechanism is connected with a liquid inlet D of the hydraulic adjusting unit and a connector C of the pedal stroke simulator through brake pipelines, a rear cavity liquid outlet B of the brake master cylinder in the brake control mechanism is connected with a liquid inlet E of the hydraulic adjusting unit and a connector C of the pedal stroke simulator through brake pipelines, and a liquid inlet B of the liquid storage cup is connected with a liquid outlet J of the hydraulic adjusting unit through a brake pipeline.
Description
Technical Field
The utility model relates to a hybrid vehicle and pure electric vehicles's braking energy recovery system, more exactly say, the utility model relates to a full decoupling type braking energy recovery unit of footboard sensation is adjusted in initiative.
Background
Under the background of increasing shortage of global non-renewable energy sources, various major manufacturers have introduced a braking energy recovery technology in order to improve the driving mileage of new energy vehicles and reduce energy consumption. The braking energy recovery is an important way for realizing energy conservation and emission reduction of the hybrid electric vehicle and the pure electric vehicle. In the braking process, the braking safety is required to be ensured, the pedal feeling is ensured, the braking force is reasonably distributed, and the braking force is accurately controlled. The existing brake system can not meet the requirements, so that the original brake system needs to be improved to realize a braking force coordination function and a pedal feeling simulation function in the regenerative braking process.
Several patent applications are relevant to the present invention through retrieval:
the invention relates to a Chinese patent with publication number CN201856653U and publication date 2011.06.08, and the invention is named as a coordinating and controlling device of an automobile regenerative braking system and a hydraulic braking system, and the application number is 201020564251. X. The coordinated control device designed by the invention comprises a braking mode switching controller, a working mode switching valve, a pipeline hydraulic simulator, an ABS hydraulic pressure adjusting unit and the like. In the braking process, the flow direction of the brake fluid is controlled by controlling the working mode switching valve to realize the recovery of the braking energy. The utility model discloses a weak point lies in, adopts ABS hydraulic pressure regulating unit can't initiatively pressurize to the wheel cylinder, and pipeline hydraulic pressure simulator can only be under the low-strength braking condition, simulates the sensation of footboard feedback, saves an amount of brake fluid. Under the condition of high-intensity braking, only the traditional hydraulic braking mode can be adopted, and the energy recovery capability is limited.
The invention relates to a brake energy recovery system with a pedal stroke simulator and a control method thereof, wherein the Chinese patent publication number is CN103241228A, the publication date is 2013.08.14, and the invention patent name is CN 103241228A. The invention discloses a braking energy recovery system with a pedal stroke simulator and a control method thereof, and aims to solve the problem that the pedal feeling is inconsistent with that of a traditional vehicle when the braking energy recovery system of an electric vehicle and a pure electric vehicle recovers energy. The utility model discloses a weak point lies in that the solenoid valve that needs control is more, and the control degree of difficulty is big, and under the different motor braking ability, the footboard when reaching the same braking deceleration feels inconsistent. The utility model discloses an adopt motor hydraulic pump to carry out the pressure boost to the wheel cylinder among the hydraulic pressure regulating unit, require too high to the performance of motor hydraulic pump, surpass hydraulic pressure regulating unit's self ability.
Disclosure of Invention
The utility model aims to solve the technical problem that prior art exists and has surpassed the ability of current product to the performance requirement of hydraulic pressure regulating unit, and the structure is complicated, and the control degree of difficulty is big, and the footboard sensation is inconsistent scheduling problem with traditional vehicle, the utility model provides a full decoupling type braking energy recovery unit of sense is adjusted voluntarily.
In order to solve the technical problem, the utility model discloses an adopt following technical scheme to realize: the brake energy recovery device comprises a brake control mechanism, a pedal stroke simulator and a hydraulic adjusting unit;
the brake control mechanism comprises a brake main cylinder and a liquid storage cup;
the front cavity liquid outlet A of the brake main cylinder is connected with a liquid inlet D of the hydraulic adjusting unit through a brake pipeline, the rear cavity liquid outlet B of the brake main cylinder is connected with a liquid inlet E of the hydraulic adjusting unit through a brake pipeline, a connector C of the pedal stroke simulator is connected with a liquid inlet D and a liquid inlet E of the hydraulic adjusting unit through brake pipelines, and a liquid outlet J of the hydraulic adjusting unit is connected with a liquid return port B of the liquid storage cup through a brake pipeline.
The brake control mechanism also comprises a brake pedal, a pedal displacement sensor, a vacuum booster, a liquid storage cup and an electric vacuum pump;
the brake pedal is arranged below the front part of a driver in a carriage, the top end of a rotating part in the brake pedal is fixed on a pedal bracket through a pin shaft, the pedal bracket is fixed on the vehicle body through bolts, the left side surface of the middle end of the rotating part in the brake pedal is in contact connection with the right end surface of a mandril at the front end of a vacuum booster in the vacuum booster, a pedal displacement sensor is fixed on the pedal bracket connected with the vehicle body, a movable arm of the pedal displacement sensor is connected with the rotating part in the brake pedal, the vacuum booster is fixed on the vehicle body through a flange plate, an electric vacuum pump is arranged in an engine compartment, the p port of the electric vacuum pump is connected with a vacuum port of the vacuum booster by using a vacuum hose, the a port of the electric vacuum pump is connected with the atmosphere, the liquid storage cup is arranged above the brake main cylinder, and the liquid outlet f and the liquid outlet r of the liquid storage cup are respectively connected with a front cavity liquid inlet and a rear cavity liquid inlet of the brake main cylinder by adopting pipelines.
The pedal stroke simulator comprises a motor controller, a motor, a first bearing, a sun gear, a partition plate, a second bearing, a rubber block, a second piston, a first piston spring seat, a simulator cylinder body, a main cylinder pressure sensor, a simulator liquid inlet electromagnetic valve, a simulator check valve, a first piston, a screw mandrel ejector rod, a second piston spring, a planetary gear shaft limiting ring, a planet carrier, a planetary gear shaft, a planetary gear bearing, a planetary gear, a gear ring and a rear cover;
the motor controller is fixed at a left end round hole of the rear cover through a bolt, the motor is arranged on the right end surface of the motor controller, the motor is connected with an output end of the motor controller through an electric wire, the first bearing is sleeved on an output shaft of the motor, the left end of the first bearing is contacted with the right end surface of the motor, the motor is connected with the sun gear through a flat key, the gear ring is fixed in a large-diameter round hole of the rear cover, the inner ring of the gear ring is meshed with a planetary gear, the planetary gear and a planetary gear bearing are sequentially sleeved on a planetary gear shaft, the planetary gear is meshed with the sun gear, the planetary carrier is sleeved on the planetary gear shaft, a planetary gear shaft limiting ring is arranged in a circular groove at the right end of the planetary gear shaft, the screw mandrel is arranged in a central through hole of the planetary carrier in a rolling way, the partition plate is connected, the right end of the second bearing is in contact with the left end of the partition plate, the first piston and the second piston are sequentially installed in a middle hole and a left hole of the simulator cylinder body and are in sliding connection, the first piston spring seat is welded at the center of the first piston, the first piston spring and the second piston spring are respectively installed on a left end shaft of the first piston spring seat and a left end shaft of the second piston, the right end face of the rubber block is connected with the left end face of the second piston through a thermal adhesive, the simulator cylinder body is connected with the partition plate through a bolt, the rubber block and the second piston are sleeved at the right end of the screw mandrel, an opening a of the simulator liquid inlet electromagnetic valve and an opening p of the simulator check valve are connected with a right hole K2 hydraulic pipeline of the simulator cylinder body, and the main cylinder pressure sensor is connected with the opening p of the simulator liquid inlet electromagnetic valve and the opening a hydraulic.
The planet carrier is a regular triangular prism type structural member, a cylindrical boss is arranged at the center of a triangle of the planet carrier, the center of the boss coincides with the center of the triangle, a central through hole is processed at the center of the boss, a raceway for installing balls is arranged on the inner cylindrical surface of the central through hole, three long round holes are processed at the outer side of the cylindrical boss, three round through holes with the same diameter are processed at three vertex angles of the planet carrier, the circle center of the distribution circle of the round through holes coincides with the center of the triangle, and the three vertex angles of the planet carrier are also subjected to fillet treatment.
The simulator cylinder body be drum class structure, the equal opening of its left end right-hand member, be provided with the ring flange that is used for the installation on the outer face of cylinder of left end nozzle, the equipartition has four bolt holes on the ring flange, the axis processing along the simulator cylinder body has the columniform shoulder hole of syllogic, the diameter of syllogic shoulder hole from left to right steadilys decrease in proper order, wherein right side hole K2 is the business turn over oilhole of simulator cylinder body, and process into the internal thread hole, the drum wall in left side hole has still processed air vent K1, be used for ventilating with the outside, the columniform shoulder hole of syllogic is linked together and the gyration axis collineation each.
The hydraulic adjusting unit comprises a front axle liquid outlet electromagnetic valve, a front axle liquid inlet one-way valve, a rear axle liquid inlet electromagnetic valve, a rear axle liquid inlet one-way valve, a rear axle liquid outlet electromagnetic valve, a front axle oil return plunger pump, an oil return motor, a rear axle oil return plunger pump, a left front wheel liquid inlet electromagnetic valve, a left front wheel liquid inlet one-way valve, a front axle low-pressure energy accumulator, a right front wheel liquid inlet one-way valve, a right front wheel liquid inlet electromagnetic valve, a left rear wheel liquid inlet one-way valve, a left rear wheel liquid inlet electromagnetic valve, a rear axle low-pressure energy accumulator, a right rear wheel liquid inlet one-way valve, a right rear wheel liquid inlet electromagnetic valve, a left front wheel liquid outlet electromagnetic valve, a right front wheel liquid outlet electromagnetic valve, a left rear wheel liquid outlet electromagnetic valve, a right rear wheel liquid outlet electromagnetic valve, a;
the p port of the front shaft liquid outlet electromagnetic valve and the p port of the rear shaft liquid outlet electromagnetic valve are connected with a liquid outlet J of the hydraulic adjusting unit; the port a of the front shaft liquid inlet one-way valve and the port p of the front shaft liquid inlet electromagnetic valve are connected with a liquid inlet D of the hydraulic pressure adjusting unit; the port a of the front shaft liquid inlet electromagnetic valve, the port p of the front shaft liquid inlet one-way valve and the port a of the front shaft liquid outlet electromagnetic valve are connected with the port a of the front shaft oil return plunger pump; the port p of the left front wheel liquid inlet electromagnetic valve, the port a of the left front wheel liquid inlet one-way valve, the port p of the right front wheel liquid inlet electromagnetic valve and the port a of the right front wheel liquid inlet one-way valve are connected with the port a of the front shaft oil return plunger pump; the port a of the left front wheel liquid inlet electromagnetic valve, the port p of the left front wheel liquid inlet one-way valve, the left front wheel cylinder pressure sensor and the port a of the left front wheel liquid outlet electromagnetic valve are connected with the liquid outlet F of the hydraulic adjusting unit; the port a of the right front wheel liquid inlet electromagnetic valve, the port p of the right front wheel liquid inlet one-way valve, the right front wheel cylinder pressure sensor and the port a of the right front wheel liquid outlet electromagnetic valve are connected with the liquid outlet G of the hydraulic adjusting unit; the port p of the left front wheel liquid outlet electromagnetic valve, the port p of the right front wheel liquid outlet electromagnetic valve and the front shaft low-pressure energy accumulator (through a one-way valve) are connected with the port p of the front shaft oil return plunger pump;
the port p of the rear shaft liquid inlet electromagnetic valve and the port a of the rear shaft liquid inlet one-way valve are connected with a liquid inlet E of the hydraulic adjusting unit; the port a of the rear shaft liquid inlet electromagnetic valve, the port p of the rear shaft liquid inlet one-way valve and the port a of the rear shaft liquid outlet electromagnetic valve are connected with the port a of the rear shaft oil return plunger pump; the port p of the left rear wheel liquid inlet electromagnetic valve, the port a of the left rear wheel liquid inlet one-way valve, the port p of the right rear wheel liquid inlet electromagnetic valve and the port a of the right rear wheel liquid inlet one-way valve are connected with the port a of the rear shaft oil return plunger pump; an opening a of the left rear wheel liquid inlet electromagnetic valve, an opening p of the left rear wheel liquid inlet one-way valve, a left rear wheel cylinder pressure sensor and an opening a of the left rear wheel liquid outlet electromagnetic valve are connected with a liquid outlet H of the hydraulic adjusting unit; an opening a of the right rear wheel liquid inlet electromagnetic valve, an opening p of the right rear wheel liquid inlet one-way valve, a right rear wheel cylinder pressure sensor and an opening a of the right rear wheel liquid outlet electromagnetic valve are connected with a liquid outlet I of the hydraulic pressure adjusting unit; the port p of the left rear wheel liquid outlet electromagnetic valve, the port p of the right rear wheel liquid outlet electromagnetic valve and the rear shaft low-pressure energy accumulator (through a one-way valve) are connected with the port p of the rear shaft oil return plunger pump; two output ends of the oil return motor are respectively connected with the front shaft oil return plunger pump and the rear shaft oil return plunger pump by adopting a coupler.
When the braking energy recovery device of the utility model is out of work, the pedal stroke simulator and the hydraulic pressure adjusting unit are not controlled, and similar to the traditional braking system, brake fluid firstly passes through the front axle liquid inlet electromagnetic valve and the rear axle liquid inlet electromagnetic valve from the brake main cylinder, and then enters each brake wheel cylinder through the left front wheel liquid inlet electromagnetic valve, the right front wheel liquid inlet electromagnetic valve, the left rear wheel liquid inlet electromagnetic valve and the right rear wheel liquid inlet electromagnetic valve to generate braking force; therefore, the braking device can still realize the braking function when the electrical system fails, and meets the requirements of regulations.
Compared with the prior art, the beneficial effects of the utility model are that:
1. a full decoupling type braking energy recovery unit hardware structure of initiative adjustment footboard sensation simple, only need install footboard stroke simulator additional on the basis that the tradition possessed ABS hydraulic unit vehicle braking system. On the basis of the ABS pressure control unit, two liquid inlet electromagnetic valves, two liquid inlet one-way valves and two liquid outlet electromagnetic valves are added, so that the improvement is simple; and only a small amount of electromagnetic valves and pedal stroke simulators need to be controlled in the braking energy recovery working process, so that the control difficulty is low.
2. A footboard stroke simulator among the full decoupling type braking energy recovery unit of initiative adjustment footboard sensation integrated pressure boost function and footboard sensation simulation function, compensatied the not enough of traditional hydraulic pressure regulating unit pressure regulating capacity. Meanwhile, the pedal stroke simulator adopts a planetary gear coaxial transmission mechanism, and the mechanism has the advantages of coaxial input and output shafts, stable motion, high bearing capacity, strong impact and vibration resistance and long service life. Meanwhile, the planetary gear transmission structure is compact, the space utilization rate is high, and the mass and the volume of the pedal stroke simulator can be greatly reduced.
3. A full decoupling type braking energy recovery unit of initiative adjustment footboard sensation pass through real time control footboard stroke simulator, can make the accurate traditional car pedal displacement-master cylinder pressure relation curve that coincide of master cylinder pressure, accurate simulation traditional brake pedal sensation, the driver can not produce uncomfortable sense at the driving in-process.
4. A full decoupling type braking energy recovery unit of initiative adjustment footboard sensation can install in hybrid vehicle and electric automobile's braking system, can realize the decoupling zero of front axle, rear axle wheel cylinder pressure and brake master cylinder pressure. Through the control of the front shaft and the rear shaft liquid outlet electromagnetic valves, the brake pressures of the front shaft and the rear shaft can be accurately adjusted, the hydraulic brake and the motor brake are better matched, the motor regenerative brake capacity is exerted to the greatest extent, and the warp property of the hybrid electric vehicle and the electric vehicle is greatly improved.
Description of the drawings:
the invention will be further described with reference to the accompanying drawings:
fig. 1 is a schematic diagram of the structural composition of a fully decoupled braking energy recovery device for actively adjusting pedal feel according to the present invention;
fig. 2 is a schematic diagram of the structural composition of a pedal stroke simulator in a fully decoupled braking energy recovery device for actively adjusting pedal feel according to the present invention;
fig. 3 is a front view of a planetary gear transmission mechanism of a pedal stroke simulator in a fully decoupled braking energy recovery device for actively adjusting pedal feel according to the present invention;
fig. 4 is a schematic diagram of the structural composition of a hydraulic adjusting unit in a fully decoupled braking energy recovery device for actively adjusting pedal feel according to the present invention;
in the figure: 1. a brake operating mechanism, 2, a brake pedal, 3, a pedal displacement sensor, 4, a vacuum booster, 5, a liquid storage cup, 6, an electric vacuum pump, 7, a brake master cylinder, 8, a pedal stroke simulator, 9, a hydraulic pressure adjusting unit, 10, a left front wheel, 11, a right front wheel, 12, a left rear wheel, 13, a right rear wheel, 14, a brake controller, 15, a vehicle controller, 16, a driving motor, 17, a motor controller, 18, a motor, 19, a first bearing, 20, a flat key, 21, a sun wheel, 22, a partition plate, 23, a rear cover connecting rivet, 24, a second bearing, 25, a ball, 26, a spring washer, 27, a rubber block, 28, a second piston, 29, a first piston spring, 30, a first piston spring seat, 31, a simulator cylinder body, 32, a pressure sensor, 33, a simulator master cylinder liquid inlet solenoid valve, 34, a simulator check valve, 35, a first piston, 36. a first piston sealing ring, 37 a screw mandrel ejector rod, 38 a second piston sealing ring, 39 a second piston spring, 40 a partition plate connecting bolt, 41 a planet gear shaft limiting ring, 42 a planet carrier, 43 a planet gear shaft, 44 a planet gear bearing, 45 a planet gear, 46 a gear ring, 47 a rear cover, 48 a rear cover connecting bolt, 49 a front shaft liquid outlet electromagnetic valve, 50 a front shaft liquid inlet one-way valve, 51 a front shaft liquid inlet electromagnetic valve, 52 a rear shaft liquid inlet electromagnetic valve, 53 a rear shaft liquid inlet one-way valve, 54 a rear shaft liquid outlet electromagnetic valve, 55 a front shaft oil return plunger pump, 56 an oil return motor, 57 a rear shaft oil return plunger pump, 58 a left front wheel liquid inlet electromagnetic valve, 59 a left front wheel liquid inlet one-way valve, 60 a front shaft low-pressure accumulator, 61 a right front wheel liquid inlet one-way valve, 62 a right front wheel liquid inlet electromagnetic valve, 63 a left rear wheel liquid inlet one-way valve, 64. the left and rear wheel liquid inlet electromagnetic valve, 65 rear axle low pressure accumulator, 66 right rear wheel liquid inlet one-way valve, 67 right rear wheel liquid inlet electromagnetic valve, 68 left front wheel liquid outlet electromagnetic valve, 69 right front wheel liquid outlet electromagnetic valve, 70 left rear wheel liquid outlet electromagnetic valve, 71 right rear wheel liquid outlet electromagnetic valve, 72 left front wheel cylinder pressure sensor, 73 right front wheel cylinder pressure sensor, 74 left rear wheel cylinder pressure sensor, 75 right rear wheel cylinder pressure sensor.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings:
a braking energy recuperation device include braking operating mechanism 1, footboard stroke simulator 8 and hydraulic pressure regulating unit 9.
Referring to fig. 1, the brake operating mechanism 1 includes a brake pedal 2, a pedal displacement sensor 3, a vacuum booster 4, a liquid storage cup 5, an electric vacuum pump 6, and a master cylinder 7.
The brake pedal 2 comprises a rotating part and a pedal support, the rotating part is installed on the pedal support through a pin shaft through hole in the top end of the rotating part and a pin shaft, the rotating part is rotatably connected with the pedal support, the pedal support is fixed with a vehicle body through a bolt, and the brake pedal 2 amplifies the pedal force operated by a driver through the lever principle and can reflect the braking intention of the driver.
The pedal displacement sensor 3 adopts a pull-wire type displacement sensor of CLM series of ASM company, Germany, and the movable arm on the pedal displacement sensor 3 can measure the angular displacement of the brake pedal 2 and feed the angular displacement back to the brake controller 14, so that the pedal displacement sensor is used for acquiring the pedal displacement information of a driver when the braking energy of the automobile is recovered.
The input end of the vacuum booster 4 is a front end ejector rod of the vacuum booster, the output end of the vacuum booster 4 is an output push rod in contact connection with a piston push rod of the brake master cylinder 7, the input force of the brake pedal 2 acting on the front end ejector rod of the vacuum booster 4 is amplified by utilizing negative pressure and is output through the output push rod, and the acting force of a driver acting on a brake system is increased.
Stock solution cup 5 generally use the rigid plastic material, total two liquid outlets and a inlet are liquid outlet f, liquid outlet r, inlet b respectively, liquid outlet f, liquid outlet r arrange in stock solution cup 5 bottom, half one on the side of stock solution cup 5 is arranged to inlet b, stock solution cup 5 is used for storing brake fluid and detects brake fluid surplus.
The electric vacuum pump 6 adopts a piston type, and is powered by a vehicle-mounted power supply 12V and used for simulating a negative pressure source of an air inlet pipe of an engine of an original vehicle.
The brake master cylinder 7 adopts a tandem double-cavity type, two cavities which can independently generate high-pressure brake fluid are arranged in the brake master cylinder 7 and are arranged in a tandem mode, a mechanical inlet of the brake master cylinder 7 is a piston push rod, hydraulic outlets are a front cavity liquid outlet A and a rear cavity liquid outlet B, and mechanical energy input by a pedal of a driver can be converted into hydraulic energy.
The position and the connection mode of the specific components are as follows: brake pedal 2 is located driver's front portion below in the carriage, through driver's right foot manipulation, and the top of 2 rotating parts of brake pedal is fixed on the footboard support through the round pin axle, and the footboard support passes through the bolt fastening on the automobile body, and the right-hand member face contact of the vacuum booster front end ejector pin in 2 rotating parts of brake pedal and the vacuum booster 4 is connected. The pedal displacement sensor 3 is fixed on a pedal bracket connected with the vehicle body, and a movable arm of the pedal displacement sensor 3 is connected with a rotating part of the brake pedal 2. The vacuum booster 4 is positioned in an engine compartment and fixed on a vehicle body through a flange plate, and an output push rod of the vacuum booster 4 is pressed against a piston push rod of the brake master cylinder 7. The electric vacuum pump 6 is located in the engine compartment, the port p of the electric vacuum pump 6 is connected with the vacuum port of the vacuum booster 4 by a vacuum hose, and the port a of the electric vacuum pump 6 is directly connected with the atmosphere via the vacuum hose. The brake master cylinder 7 is located on the left side of the vacuum booster 4 in the engine compartment, a front cavity liquid outlet A of the brake master cylinder 7 is connected with a connector C of the pedal stroke simulator 8 and a liquid inlet D of the hydraulic adjusting unit 9 through brake pipelines, and a rear cavity liquid outlet B of the brake master cylinder 7 is connected with the connector C of the pedal stroke simulator 8 and a liquid inlet E of the hydraulic adjusting unit 9 through brake pipelines. The liquid storage cup 5 is integrated above the brake main cylinder 7, the liquid storage cup 5 is provided with two liquid outlets and a liquid inlet, the liquid outlet f and the liquid outlet r are respectively connected with the front cavity and the rear cavity of the brake main cylinder 7 through pipelines, and the liquid inlet b is connected with the liquid outlet J of the hydraulic adjusting unit through a brake pipeline.
Referring to fig. 2, the pedal stroke simulator 8 includes a motor controller 17, a motor 18, a first bearing 19, a flat key 20, a sun gear 21, a partition 22, a rear cover connecting rivet 23, a second bearing 24, a ball 25, a spring washer 26, a rubber block 27, a second piston 28, a first piston spring 29, a first piston spring seat 30, a simulator cylinder 31, a master cylinder pressure sensor 32, a simulator liquid inlet solenoid valve 33, a simulator check valve 34, a first piston 35, a first piston sealing ring 36, a screw mandrel 37, a second piston sealing ring 38, a second piston spring 39, a partition connecting bolt 40, a planet gear shaft limiting ring 41, a planet carrier 42, a planet gear shaft 43, a planet gear bearing 44, a planet gear 45, a gear ring 46, a rear cover 47, and a rear cover connecting bolt 48.
The specific specifications and functions are as follows: the pedal stroke simulator 8 mainly plays a role in actively boosting pressure and simulating pedal feeling.
The rear cover 47 is a stepped cylindrical structural member, the left end of the structural member is closed, the right end of the structural member is opened, four bolt holes are uniformly distributed at the left end of the structural member, a flange plate for mounting is arranged on the outer cylindrical surface of the right end cylinder opening, and six rivet holes are uniformly distributed on the flange plate; a stepped hole is processed on the central axis of the rear cover 47, the left end is a small-diameter round hole for mounting the motor controller 17, the motor 18 and the first bearing 19, the right end is a large-diameter round hole for mounting the gear ring 46, the two round holes are communicated with each other and the rotating shafts are collinear.
The motor 18 adopts a brush direct current permanent magnet motor, a flat key groove is processed at the output end of the motor, and the motor 18 is a power source for the active pressurization of the simulator.
The flat key 20 is a common A-type flat key, and the torque of the motor 18 can be transmitted to the sun gear 21 through the flat key 20.
The sun gear 21, the planetary gear 45 and the gear ring 46 are all straight toothed spur gears, wherein a central hole matched with an output shaft of the motor 18 is processed on the sun gear 21, a flat key groove is processed in the central hole, and the sun gear 21 plays a role in transmitting the output torque of the motor 18; a stepped hole is processed on the central axis of the planetary gear 45, wherein a small-diameter round hole at the left end is matched with the planetary gear shaft 43, and a large-diameter round hole at the right end is used for installing a planetary gear bearing 44;
the planet gear shaft 43 is a stepped shaft, the diameter of the shaft is gradually reduced from left to right, wherein the left-end large-diameter shaft is used for limiting the axial displacement of the planet gear 45, the middle shaft is matched with the planet gear 45 and the planet gear bearing 44, the right-end small-diameter shaft is matched with the planet carrier 42, and a circular groove used for installing the planet gear shaft limiting ring 41 is processed.
The planetary gear bearing 44 is a needle bearing, and is used for bearing the radial acting force of the planetary gear 45.
Referring to fig. 3, the planet carrier 42 is a regular triangular prism-like structural member, a cylindrical boss is arranged at the center of a triangle, the center of the boss coincides with the center of the triangle, a central through hole is processed at the center of the boss, and a raceway for mounting the ball 25 is arranged on the inner cylindrical surface of the central through hole; in order to reduce the moment of inertia of the planet carrier 42, three oblong holes are machined on the outer side of the cylindrical boss; three round through holes with the same diameter are further processed at the three vertex angles of the planet carrier 42, the circle center of the distribution circle of the round through holes coincides with the center of the triangle, and the three vertex angles of the planet carrier are also subjected to fillet treatment.
The planet gear shaft limiting ring 41 is a circular ring-shaped structural member and is made of an aluminum alloy material, and a notch is machined in the circular ring for convenience in installation. The pinion shaft stopper ring 41 functions to limit the axial displacement of the carrier 42.
The screw mandrel ejector rod 37 consists of two sections, and the left section is a screw mandrel which is matched with the central through hole of the planet carrier 42 and the ball 25 and is provided with a spiral raceway; the right section is a cylindrical sliding rod with a smooth surface. The screw carrier rod 37 functions to convert the rotational motion of the carrier 42 into a linear motion.
The first bearing 19 and the second bearing 24 both adopt deep groove ball bearings, wherein the first bearing 19 can bear the radial acting force of the output end of the motor 18 and can limit the axial displacement of the planetary gear 45 and the sun gear 21; the second bearing 24 primarily functions to limit axial displacement of the carrier 42.
The baffle 22 be disc class structure, its center department processes has central through-hole, still processes six equipartition rivet holes on the plane of baffle 22, four equipartition bolt holes, rivet hole distribution circle and bolt hole distribution circle all arrange with the baffle 22 is concentric.
The rear cover connecting rivet 23 is a half-round head rivet and is used for connecting the rear cover 47 and the partition plate 22.
The rear cover connecting bolt 48 and the partition connecting bolt 40 are both ordinary fine-thread hexagon bolts and are used for fixing the motor controller 17 and the simulator cylinder 31.
The simulator cylinder body 31 is a cylindrical structural member, the left end and the right end of the simulator cylinder body are both provided with openings, a flange plate for mounting is arranged on the outer cylindrical surface of the left end cylinder opening, and four bolt holes are uniformly distributed in the flange plate; a three-section cylindrical stepped hole is processed along the central axis of the simulator cylinder 31, the diameter of the three-section stepped hole decreases gradually from left to right, wherein a right hole K2 is an oil inlet and outlet hole of the simulator cylinder 31 and is processed into an internal threaded hole, the middle hole is used for installing the first piston 35, a left hole is used for installing the second piston 28, and a vent hole K1 is further processed on the cylindrical wall of the left hole and is used for ventilating with the outside. The three-section cylindrical stepped holes are communicated with each other and the rotation axes are collinear.
The first piston spring 29 is a cylindrical spiral spring, has low rigidity and mainly simulates the P-V characteristic of the wheel cylinder during low-intensity braking.
The second piston spring 39 is a cylindrical coil spring, has high rigidity, and mainly simulates the P-V characteristic of a wheel cylinder during high-strength braking.
The rubber block 27 is made of cylindrical rubber, a circular through hole is formed in the center of the rubber block, and the rubber block 27 is used for buffering and damping vibration of the second piston 28.
The first piston spring seat 30 is a cylindrical structural member and is used for mounting and fixing the first piston spring 29.
The first piston sealing ring 36 and the second piston sealing ring 38 are both O-shaped sealing rings, and are used for sealing brake fluid.
The first piston 35 is a cylindrical disc-like structural member, and an annular groove for placing a sealing ring is processed on the cylindrical surface of the periphery of the first piston 35.
The second piston 28 is a two-section stepped shaft, the right end shaft diameter is larger, an annular groove for placing a sealing ring is processed on the cylindrical surface of the right end shaft, and the left end shaft diameter is smaller and used for installing a second piston spring 39. A circular through hole is processed along the rotation center line of the stepped shaft, and the diameter of the through hole is slightly larger than that of the slide rod of the screw mandrel ejector rod 37.
The master cylinder pressure sensor 32 adopts an active pressure sensor with the model number 303 produced by BOSCH company, and the pressure of the brake master cylinder 7 can be measured by inputting 5V power supply voltage.
The simulator liquid inlet electromagnetic valve 33 is a two-position two-way normally closed electromagnetic valve, can realize the bidirectional flow of brake fluid when electrified, and is used for controlling the on-off of the brake master cylinder 7 and the pedal stroke simulator 8.
The simulator check valve 34 is a straight-through type check valve, the forward opening pressure is 0.04MPa, and the simulator check valve 34 is used for controlling the flow direction of brake fluid, so that the brake fluid can only flow from the port p to the port a of the simulator check valve 34, but the brake fluid cannot flow back.
The position and the connection mode of the concrete components are as follows: the motor controller 17 is fixed at the small-diameter round hole at the left end of the rear cover 47 through four rear cover connecting bolts 48, the motor 18 is installed on the right end face of the shell of the motor controller 17, and the terminal of the motor 18 is connected to the driving output terminal of the motor controller 17. The first bearing 19 is fitted around the output shaft of the motor 18, the left end of the first bearing is in contact with the right end face of the motor 18, and the first bearing 19 and the output shaft of the motor 18 are in clearance fit. The output shaft of the motor 18 is connected with a sun gear 21 through a flat key 20, the sun gear 21 and the output shaft of the motor 18 rotate in the same line in a transition fit mode. The ring gear 46 is fixed in a large-diameter circular hole of the rear cover 47, and three planetary gears 45 are uniformly arranged on the inner ring thereof and are in meshing connection through gears. The planetary gear 45 and the planetary gear bearing 44 are sequentially sleeved on the planetary gear shaft 43, and the planetary gear shaft 43, the planetary gear 45 and the planetary gear bearing 44 are in clearance fit. The planetary gear 45 is meshed with the sun gear 21 through a gear, the planet carrier 42 is finally sleeved on the planetary gear shaft 43, and the planet carrier 42 is in clearance fit with the planetary gear shaft 43. The planet gear shaft limiting ring 41 is arranged in a circular groove at the right end of the planet gear shaft 43, so that the planet gear mechanism is connected into a whole. The screw mandrel 37 is arranged in a central through hole of the planet carrier 42, the spring washer 26 is sleeved at the left section screw mandrel of the screw mandrel 37, the left end of the spring washer 26 is contacted with the right end of the boss of the planet carrier 42, the ball 25 is arranged between the central through hole of the planet carrier 42 and the screw mandrel in the screw mandrel 37, the screw mandrel 37 is driven by the ball 25, and the ball can circulate through a circulating raceway (not shown in the figure) in the central through hole of the planet carrier 42. The partition plate 22 is connected with the rear cover 47 through six rear cover connecting rivets 23, and the sliding rod part of the screw mandrel ejector rod 37 penetrates through the central through hole of the partition plate 22 and has a certain gap with the central through hole. The second bearing 24 is sleeved on the cylindrical boss of the planet carrier 42, the second bearing and the cylindrical boss are in clearance fit, and the right end of the second bearing 24 is in contact with the left end of the partition plate 22, so that the planet carrier 42 is axially positioned. A first piston sealing ring 36 and a second piston sealing ring 38 are respectively sleeved in annular grooves of the first piston 35 and the second piston 28, and the first piston 35 and the second piston 28 are sequentially arranged in a middle hole and a left hole of the simulator cylinder 31 and are in sliding connection; the first piston spring seat 30 is welded at the center of the first piston 35; a first piston spring 29 and a second piston spring 39 are respectively arranged on the left end shafts of the first piston spring seat 30 and the second piston 28, the left end surface of the first piston spring 29 is contacted with the right end surface of the second piston 28, the right end surface of the first piston spring 29 is contacted with the left end surface of the first piston 35, the left end surface of the second piston spring 39 is contacted with the right end surface of the partition plate 22, and the right end surface of the second piston spring 39 is contacted with the left end surface of the large-diameter shaft of the second piston 28; the right end face of the rubber block 27 and the left end face of the second piston 28 are connected by thermal adhesive. The simulator cylinder 31 is connected with the partition 22 through four partition connecting bolts 40, the rubber block 27 and the second piston 28 are sleeved on a sliding rod part of the screw mandrel ejector rod 37, and a gap is reserved between the sliding rod of the screw mandrel ejector rod 37 and intermediate holes of the second piston 28 and the rubber block 27. Wherein: the rotation axes of the motor controller 17, the output shaft of the motor 18, the first bearing 19, the sun gear 21, the partition plate 22, the second bearing 24, the spring washer 25, the screw mandrel 37, the planet carrier 42, the gear ring 46, the rear cover 47, the rubber block 27, the second piston 28, the first piston spring seat 30, the simulator cylinder 31 and the first piston 35 are collinear; the axes of rotation of the pinion shaft 43, the pinion bearing 44, and the pinion 45 are parallel to the axes of rotation of the rear cover 47, the spacer 22, and the simulator cylinder 31. The port a of the simulator liquid inlet electromagnetic valve 33 and the port p of the simulator check valve 34 are connected with a hydraulic pipeline of the right hole K2 of the simulator cylinder 31, and the master cylinder pressure sensor 32 is connected with the port p of the simulator liquid inlet electromagnetic valve 33 and the port a of the simulator check valve 34.
Referring to fig. 4, the hydraulic pressure adjusting unit 9 includes a front axle liquid outlet electromagnetic valve 49, a front axle liquid inlet one-way valve 50, a front axle liquid inlet electromagnetic valve 51, a rear axle liquid inlet electromagnetic valve 52, a rear axle liquid inlet one-way valve 53, a rear axle liquid outlet electromagnetic valve 54, a front axle oil return plunger pump 55, an oil return motor 56, a rear axle oil return plunger pump 57, a left front wheel liquid inlet electromagnetic valve 58, a left front wheel liquid inlet one-way valve 59, a front axle low pressure accumulator 60, a right front wheel liquid inlet one-way valve 61, a right front wheel liquid inlet electromagnetic valve 62, a left rear wheel liquid inlet one-way valve 63, a left rear wheel liquid inlet electromagnetic valve 64, a rear axle low pressure accumulator 65, a right rear wheel liquid inlet one-way valve 66, a right rear wheel liquid inlet electromagnetic valve 67, a left front wheel liquid outlet electromagnetic valve 68, a right front wheel liquid outlet electromagnetic valve 69, a left rear wheel liquid outlet electromagnetic valve 70, a right, A left rear wheel cylinder pressure sensor 74, and a right rear wheel cylinder pressure sensor 75.
The specific specifications and functions are as follows: the hydraulic pressure adjusting unit 9 adopts a 9.0 ABS product from BOSCH company, is improved properly on the existing product, and has the function of adjusting the pressure of the brake wheel cylinder.
The front shaft liquid outlet electromagnetic valve 49 and the rear shaft liquid outlet electromagnetic valve 54 are two-position two-way normally closed electromagnetic valves, and respectively control the pressure reduction of the front shaft and the rear shaft. The front shaft liquid inlet electromagnetic valve 51 and the rear shaft liquid inlet electromagnetic valve 52 are two-position two-way normally open electromagnetic valves, control the on-off of the hydraulic adjusting unit 9, the brake master cylinder 7 and the pedal stroke simulator 8, and control the brake master cylinder 7 and the pedal stroke simulator 8 to pressurize the hydraulic adjusting unit 9 when the brake pressure is insufficient. The front shaft liquid inlet one-way valve 50 and the rear shaft liquid inlet one-way valve 53 are straight-through type one-way valves, the forward opening pressure is 0.04MPa, and the straight-through type one-way valves are used for controlling the flowing direction of brake fluid and overflowing the brake fluid.
The left front wheel liquid inlet electromagnetic valve 58, the right front wheel liquid inlet electromagnetic valve 62, the left rear wheel liquid inlet electromagnetic valve 64 and the right rear wheel liquid inlet electromagnetic valve 67 are two-position two-way normally open electromagnetic valves and respectively control the pressurization of the left front wheel 10, the right front wheel 11, the left rear wheel 12 and the right rear wheel 13.
Left front wheel feed liquor check valve 59, right front wheel feed liquor check valve 61, left rear wheel feed liquor check valve 63, right rear wheel feed liquor check valve 66, the flow direction that has stipulated the brake fluid only can the unilateral flow for when the braking withdraws from, the brake fluid rapid reflux.
The left front wheel liquid outlet electromagnetic valve 68, the right front wheel liquid outlet electromagnetic valve 69, the left rear wheel liquid outlet electromagnetic valve 70 and the right rear wheel liquid outlet electromagnetic valve 71 are two-position two-way normally closed electromagnetic valves, and respectively control the pressure reduction of the left front wheel 10, the right front wheel 11, the left rear wheel 12 and the right rear wheel 13.
The left front wheel cylinder pressure sensor 72, the right front wheel cylinder pressure sensor 73, the left rear wheel cylinder pressure sensor 74 and the right rear wheel cylinder pressure sensor 75 adopt an active pressure sensor of type 303 manufactured by BOSCH company, and 5V power supply voltage needs to be input to measure the pressure of each wheel cylinder.
The front axle low-pressure accumulator 60 and the rear axle low-pressure accumulator 65 can be used for storing brake fluid in a pressure reducing process.
The front-axle oil-return plunger pump 55 and the rear-axle oil-return plunger pump 57 can be matched with a vehicle pressure reduction process through the oil-return motor 56, so that the rapid pressure reduction of the wheel cylinder pressure is realized.
The position and the connection mode of the specific parts are as follows: the p port of the front shaft liquid outlet electromagnetic valve 49 and the p port of the rear shaft liquid outlet electromagnetic valve 54 are connected with a liquid outlet J of the hydraulic adjusting unit 9; an a port of the front shaft liquid inlet one-way valve 50 and a p port of the front shaft liquid inlet electromagnetic valve 51 are connected with a liquid inlet D of the hydraulic adjusting unit 9, and an a port of the front shaft liquid inlet electromagnetic valve 51, a p port of the front shaft liquid inlet one-way valve 50 and an a port of the front shaft liquid outlet electromagnetic valve 49 are connected with an a port of a front shaft oil return plunger pump 55; the port p of the left front wheel liquid inlet electromagnetic valve 58, the port a of the left front wheel liquid inlet one-way valve 59, the port p of the right front wheel liquid inlet electromagnetic valve 62 and the port a of the right front wheel liquid inlet one-way valve 61 are connected with the port a of the front shaft oil return plunger pump 55; the port a of the left front wheel liquid inlet electromagnetic valve 58, the port p of the left front wheel liquid inlet one-way valve 59, the left front wheel cylinder pressure sensor 72 and the port a of the left front wheel liquid outlet electromagnetic valve 68 are connected with the liquid outlet F of the hydraulic adjusting unit 9; the port a of the right front wheel liquid inlet electromagnetic valve 62, the port p of the right front wheel liquid inlet one-way valve 61, the port a of the right front wheel cylinder pressure sensor 73 and the port a of the right front wheel liquid outlet electromagnetic valve 69 are connected with the liquid outlet G of the hydraulic pressure adjusting unit 9; the p port of the left front wheel liquid outlet electromagnetic valve 68, the p port of the right front wheel liquid outlet electromagnetic valve 69 and the front shaft low-pressure energy accumulator 60 are connected with the p port of the front shaft oil return plunger pump 55 together (through a one-way valve);
the port p of the rear shaft liquid inlet electromagnetic valve 52 and the port a of the rear shaft liquid inlet one-way valve 53 are connected with a liquid inlet E of the hydraulic adjusting unit 9; the port a of the rear shaft liquid inlet electromagnetic valve 52, the port p of the rear shaft liquid inlet one-way valve 53 and the port a of the rear shaft liquid outlet electromagnetic valve 54 are connected with the port a of the rear shaft oil return plunger pump 57; a port p of the left rear wheel liquid inlet electromagnetic valve 64, a port a of the left rear wheel liquid inlet one-way valve 63, a port p of the right rear wheel liquid inlet electromagnetic valve 67 and a port a of the right rear wheel liquid inlet one-way valve 66 are connected with a port a of the rear axle oil return plunger pump 57; the port a of the left rear wheel liquid inlet electromagnetic valve 64, the port p of the left rear wheel liquid inlet one-way valve 63, the left rear wheel cylinder pressure sensor 74 and the port a of the left rear wheel liquid outlet electromagnetic valve 70 are connected with the liquid outlet H of the hydraulic pressure adjusting unit; an a port of the right rear wheel liquid inlet electromagnetic valve 67, a p port of the right rear wheel liquid inlet one-way valve 66, a right rear wheel cylinder pressure sensor 75 and an a port of the right rear wheel liquid outlet electromagnetic valve 71 are connected with a liquid outlet I of the hydraulic pressure adjusting unit 9; the p port of the left rear wheel liquid outlet electromagnetic valve 70, the p port of the right rear wheel liquid outlet electromagnetic valve 71 and the rear shaft low-pressure accumulator 65 (through a one-way valve) are connected with the p port of the rear shaft oil return plunger pump 57; two output ends of the oil return motor 56 are respectively connected with a front-shaft oil return plunger pump 55 and a rear-shaft oil return plunger pump 57 by adopting a coupler.
A connection between initiative regulation footboard sensation's full decoupling type braking energy recovery unit's braking operating mechanism 1, footboard stroke simulator 8 and hydraulic pressure regulation unit 9 is: a driver directly controls the brake control mechanism 1, finally the hydraulic adjusting unit 9 controls wheels to brake, and a pedal stroke simulator 8 is arranged between the output end of the brake control mechanism 1 and the input end of the hydraulic adjusting unit 9 in parallel. The output end of the brake control mechanism 1 comprises a front cavity liquid outlet A of the brake main cylinder 7 and a rear cavity liquid outlet B of the brake main cylinder 7, the input end of the brake control mechanism 1 is a liquid inlet B of the liquid storage cup 5, and the liquid inlet B is connected with a liquid outlet J of the hydraulic adjusting unit through a brake pipeline; the pedal stroke simulator 8 is provided with an external interface C; the input end of the hydraulic adjusting unit 9 comprises a liquid inlet D, a liquid inlet E, a liquid outlet F, a liquid outlet G, a liquid outlet H and a liquid outlet I. A front cavity liquid outlet A of a brake master cylinder 7 of the brake control mechanism 1 is connected with a liquid inlet D of a hydraulic adjusting unit 9 and a port C of a pedal stroke simulator 8 through a brake pipeline; a rear cavity liquid outlet B of a brake master cylinder 7 of the brake control mechanism 1 is connected with a liquid inlet E of a hydraulic adjusting unit 9 and a port C of a pedal stroke simulator 8 through a brake pipeline. A liquid outlet F of the hydraulic adjusting unit 9 is connected with a brake pipeline of a left front wheel 10, a liquid outlet G of the hydraulic adjusting unit 9 is connected with a brake pipeline of a right front wheel 11, a liquid outlet H of the hydraulic adjusting unit 9 is connected with a brake pipeline of a left rear wheel 12, and a liquid outlet I of the hydraulic adjusting unit 9 is connected with a brake pipeline of a right rear wheel 13.
A braking energy recuperation device pass through pedal stroke simulator 8 and adjust master cylinder pressure in real time, master cylinder pressure size under making each pedal displacement keeps unanimous with master cylinder pressure under the same pedal displacement of traditional car, consequently has the same brake pedal sensation with traditional car.
When a braking energy recovery device became invalid, pedal stroke simulator 8 and hydraulic pressure regulating unit 9 all did not control, similar to traditional braking system, brake fluid was followed brake master cylinder 7 and is at first through front axle feed liquor solenoid valve 51 and rear axle feed liquor solenoid valve 52, then got into each brake wheel cylinder through left front wheel feed liquor solenoid valve 58, right front wheel feed liquor solenoid valve 62, left rear wheel feed liquor solenoid valve 64 and right rear wheel feed liquor solenoid valve 67, produced braking force. Therefore, the braking device can still realize the braking function when the electrical system fails, and meets the requirements of regulations.
Claims (6)
1. A fully-decoupled braking energy recovery device for actively adjusting pedal feel is characterized in that the braking energy recovery device comprises a braking control mechanism (1), a pedal stroke simulator (8) and a hydraulic adjusting unit (9);
the brake control mechanism (1) comprises a brake master cylinder (7);
the brake device is characterized in that a front cavity liquid outlet A of the brake main cylinder (7) is connected with a liquid inlet D of the hydraulic adjusting unit (9) through a brake pipeline, a rear cavity liquid outlet B of the brake main cylinder (7) is connected with a liquid inlet E of the hydraulic adjusting unit (9) through a brake pipeline, a connector C of the pedal stroke simulator (8) is connected with a liquid inlet D of the hydraulic adjusting unit (9) through a brake pipeline, and a liquid outlet J of the hydraulic adjusting unit (9) is connected with a liquid inlet B of the liquid storage cup (5) through a brake pipeline.
2. The fully-decoupled braking energy recovery device for actively adjusting pedal feel according to claim 1, wherein the braking control mechanism (1) further comprises a braking pedal (2), a pedal displacement sensor (3), a vacuum booster (4), a liquid storage cup (5) and an electric vacuum pump (6);
the brake pedal (2) is arranged below the front part of a driver in a carriage, the top end of a rotating part in the brake pedal (2) is fixed on a pedal support through a pin shaft, the pedal support is fixed on the vehicle body through a bolt, the left side surface of the middle end of the rotating part in the brake pedal (2) is in contact connection with the right end surface of a front end mandril of a vacuum booster in the vacuum booster (4), a pedal displacement sensor (3) is fixed on the pedal support connected with the vehicle body, a movable arm of the pedal displacement sensor (3) is connected with the rotating part in the brake pedal (2), the vacuum booster (4) is fixed on the vehicle body through a flange plate, an electric vacuum pump (6) is arranged in an engine compartment, a port p of the electric vacuum pump (6) is connected with a vacuum port of the vacuum pump (4) through a vacuum hose, and an a port of the electric vacuum pump, the liquid storage cup (5) is installed above the brake main cylinder (7), a liquid outlet f and a liquid outlet r of the liquid storage cup (5) are respectively connected with a front cavity liquid inlet and a rear cavity liquid inlet of the brake main cylinder (7) through pipelines, and a liquid inlet b of the liquid storage cup (5) is connected with a liquid outlet J of the hydraulic adjusting unit (9) through a brake pipeline.
3. The fully-decoupled braking energy recovery device for actively adjusting pedal feel according to claim 1, wherein the pedal travel simulator (8) comprises a motor controller (17), a motor (18), a first bearing (19), a sun gear (21), a partition plate (22), a second bearing (24), a rubber block (27), a second piston (28), a first piston spring (29), a first piston spring seat (30), a simulator cylinder body (31), a master cylinder pressure sensor (32), a simulator liquid inlet electromagnetic valve (33), a simulator one-way valve (34), a first piston (35), a lead screw ejector rod (37), a second piston spring (39), a planetary gear shaft limiting ring (41), a planet carrier (42), a planetary gear shaft (43), a planetary gear bearing (44), a planetary gear (45), a gear ring (46), A rear cover (47);
the motor controller (17) is fixed at a round hole at the left end of the rear cover (47) through a bolt, the motor (18) is installed on the right end face of the motor controller (17), the motor (18) is connected with an output end of the motor controller (17) through an electric wire, the first bearing (19) is sleeved on an output shaft of the motor (18), the left end of the first bearing is contacted with the right end face of the motor (18), the motor (18) is connected with the sun gear (21) through a flat key, the gear ring (46) is fixed in a large-diameter round hole of the rear cover (47), the inner ring of the gear ring (46) is meshed with a planetary gear (45), the planetary gear (45) and a planetary gear bearing (44) are sequentially sleeved on the planetary gear (43), the planetary gear shaft (45) is meshed with the sun gear (21), the planet carrier (42) is sleeved on the planetary gear shaft (43), and the planet gear shaft limiting ring (41) is installed in a round groove at the, the screw mandrel ejector rod (37) is installed in a central through hole of the planet carrier (42) and is in rolling connection, the partition plate (22) is connected with the rear cover (47) through a rivet, the right end of the screw mandrel ejector rod (37) penetrates through the central through hole of the partition plate (22), the second bearing (24) is sleeved on a cylindrical boss of the planet carrier (42), the right end of the second bearing (24) is in contact with the left end of the partition plate (22), the first piston (35) and the second piston (28) are sequentially installed in a middle hole and a left side hole of the simulator cylinder body (31) and are in sliding connection, the first piston spring seat (30) is welded at the center of the first piston (35), the first piston spring (29) and the second piston spring (39) are respectively installed on left end shafts of the first piston spring seat (30) and the second piston (28), the right end face of the rubber block (27) is connected with the left end face of the second piston (28) through thermal adhesive, the simulator cylinder body (31) is connected with the partition plate (22) through a bolt 40, the rubber block (27) and the second piston (28) are sleeved at the right end of the screw mandrel ejector rod (37), an a port of the simulator liquid inlet electromagnetic valve (33) and a p port of the simulator one-way valve (34) are connected with a right side hole K2 hydraulic pipeline of the simulator cylinder body (31), and the master cylinder pressure sensor (32) is connected with the p port of the simulator liquid inlet electromagnetic valve (33) and the a port hydraulic pipeline of the simulator one-way valve (34).
4. The brake energy recovery device according to claim 3, wherein the planet carrier (42) is a regular triangular prism-shaped structural member, a cylindrical boss is arranged at the center of a triangle, the center of the boss coincides with the center of the triangle, a central through hole is processed at the center of the boss, a raceway for mounting the balls (25) is arranged on the inner cylindrical surface of the central through hole, three long circular holes are processed on the outer side of the cylindrical boss, three circular through holes with the same diameter are processed at three vertex angles of the planet carrier (42), the circle centers of the distributed circles of the circular through holes coincide with the center of the triangle, and three vertex angles of the planet carrier are also subjected to chamfering treatment.
5. The fully decoupled brake energy recovery device for actively adjusting pedal feel as claimed in claim 3, wherein the simulator cylinder (31) is a cylindrical structure, the left end and the right end of the simulator cylinder are both open, a flange plate for mounting is arranged on the outer cylindrical surface of the left end cylinder opening, four bolt holes are uniformly distributed on the flange plate, a three-section cylindrical stepped hole is machined along the central axis of the simulator cylinder (31), the diameters of the three-section stepped hole are gradually decreased from left to right, wherein the right hole K2 is an oil inlet and outlet hole of the simulator cylinder (31) and is machined into an internal threaded hole, a vent hole K1 is further machined on the cylindrical wall of the left hole for ventilation with the outside, the three-section cylindrical stepped holes are communicated with each other and the rotation axis is collinear.
6. The fully-decoupled braking energy recovery device for actively adjusting pedal feel according to claim 1, wherein the hydraulic adjusting unit (9) comprises a front axle liquid outlet electromagnetic valve (49), a front axle liquid inlet one-way valve (50), a front axle liquid inlet electromagnetic valve (51), a rear axle liquid inlet electromagnetic valve (52), a rear axle liquid inlet one-way valve (53), a rear axle liquid outlet electromagnetic valve (54), a front axle oil return plunger pump (55), an oil return motor (56), a rear axle oil return plunger pump (57), a left front wheel liquid inlet electromagnetic valve (58), a left front wheel liquid inlet one-way valve (59), a front axle low-pressure energy accumulator (60), a right front wheel liquid inlet one-way valve (61), a right front wheel liquid inlet electromagnetic valve (62), a left rear wheel liquid inlet one-way valve (63), a left rear wheel liquid inlet electromagnetic valve (64), a rear axle low-pressure energy accumulator (65), a right rear wheel liquid inlet one-way valve (66), A right rear wheel liquid inlet electromagnetic valve (67), a left front wheel liquid outlet electromagnetic valve (68), a right front wheel liquid outlet electromagnetic valve (69), a left rear wheel liquid outlet electromagnetic valve (70), a right rear wheel liquid outlet electromagnetic valve (71), a left front wheel cylinder pressure sensor (72), a right front wheel cylinder pressure sensor (73), a left rear wheel cylinder pressure sensor (74) and a right rear wheel cylinder pressure sensor (75);
the p port of the front shaft liquid outlet electromagnetic valve (49) and the p port of the rear shaft liquid outlet electromagnetic valve (54) are connected with a liquid outlet J of the hydraulic adjusting unit (9) together; an a port of the front shaft liquid inlet check valve (50) and a p port of the front shaft liquid inlet electromagnetic valve (51) are connected with a liquid inlet D of the hydraulic adjusting unit (9) together, and the a port of the front shaft liquid inlet electromagnetic valve (51), the p port of the front shaft liquid inlet check valve (50) and the a port of the front shaft liquid outlet electromagnetic valve (49) are connected with an a port of a front shaft oil return plunger pump (55) together; a port p of the left front wheel liquid inlet electromagnetic valve (58), a port a of the left front wheel liquid inlet one-way valve (59), a port p of the right front wheel liquid inlet electromagnetic valve (62) and a port a of the right front wheel liquid inlet one-way valve (61) are connected with a port a of the front shaft oil return plunger pump (55); an a port of the left front wheel liquid inlet electromagnetic valve (58), a p port of the left front wheel liquid inlet one-way valve (59), a left front wheel cylinder pressure sensor (72) and an a port of the left front wheel liquid outlet electromagnetic valve (68) are connected with a liquid outlet F of the hydraulic adjusting unit (9) together; an opening a of the right front wheel liquid inlet electromagnetic valve (62), an opening p of the right front wheel liquid inlet one-way valve (61), a right front wheel cylinder pressure sensor (73) and an opening a of the right front wheel liquid outlet electromagnetic valve (69) are connected with a liquid outlet G of the hydraulic pressure adjusting unit (9) together; the port p of the left front wheel liquid outlet electromagnetic valve (68), the port p of the right front wheel liquid outlet electromagnetic valve (69) and the front shaft low-pressure energy accumulator (60) are connected with the port p of the front shaft oil return plunger pump (55) through a one-way valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922279685.9U CN211252217U (en) | 2019-12-18 | 2019-12-18 | Fully-decoupled braking energy recovery device capable of actively adjusting pedal feel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922279685.9U CN211252217U (en) | 2019-12-18 | 2019-12-18 | Fully-decoupled braking energy recovery device capable of actively adjusting pedal feel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211252217U true CN211252217U (en) | 2020-08-14 |
Family
ID=71981036
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922279685.9U Expired - Fee Related CN211252217U (en) | 2019-12-18 | 2019-12-18 | Fully-decoupled braking energy recovery device capable of actively adjusting pedal feel |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211252217U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112406829A (en) * | 2020-12-10 | 2021-02-26 | 吉林大学 | Active brake pedal stroke simulator and control method thereof |
| CN113771811A (en) * | 2021-10-22 | 2021-12-10 | 吉林大学 | Automobile brake-by-wire system with backup function and pressure control method thereof |
| CN114572010A (en) * | 2022-05-05 | 2022-06-03 | 深圳弘富源科技有限公司 | Energy-saving buffer for new energy automobile |
-
2019
- 2019-12-18 CN CN201922279685.9U patent/CN211252217U/en not_active Expired - Fee Related
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112406829A (en) * | 2020-12-10 | 2021-02-26 | 吉林大学 | Active brake pedal stroke simulator and control method thereof |
| CN112406829B (en) * | 2020-12-10 | 2024-03-05 | 吉林大学 | Active brake pedal stroke simulator and control method thereof |
| CN113771811A (en) * | 2021-10-22 | 2021-12-10 | 吉林大学 | Automobile brake-by-wire system with backup function and pressure control method thereof |
| CN114572010A (en) * | 2022-05-05 | 2022-06-03 | 深圳弘富源科技有限公司 | Energy-saving buffer for new energy automobile |
| CN114572010B (en) * | 2022-05-05 | 2022-07-05 | 深圳弘富源科技有限公司 | Energy-saving buffer for new energy automobile |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN211252217U (en) | Fully-decoupled braking energy recovery device capable of actively adjusting pedal feel | |
| CN106891878B (en) | Motor-driven electronic hydraulic brake system with improved master cylinder | |
| CN108032848B (en) | Braking energy recovery device and control method thereof | |
| CN108162943B (en) | The compound line control brake system and its brake control method of four-wheel pressure independent control | |
| CN107985292B (en) | Electric power-assisted braking system with completely separated brake pedal and power-assisted mechanism | |
| CN108482346A (en) | A kind of brake power recovering device and its control method | |
| CN112406836B (en) | Wire control braking system with backup function and control method thereof | |
| CN108189826B (en) | Full decoupling type mechanical and electronic power-assisted braking system suitable for braking energy recovery | |
| CN109185366B (en) | A kind of line control brake system of hydraulic regulating | |
| CN108032851A (en) | A kind of brake pedal travel simulator and its control method | |
| CN108216174B (en) | Redundant dual active supercharging braking system | |
| CN105946837A (en) | Electronic hydraulic braking system with multiple working modes | |
| CN107757380B (en) | A kind of integrated electric energy assisted braking system | |
| JPWO2012067187A1 (en) | Electric brake actuator and vehicle brake system | |
| CN110774900A (en) | Fully-decoupled regenerative braking device for hub motor driven automobile and control method | |
| CN214112297U (en) | Fully-decoupled braking energy recovery device for actively adjusting pressure of front axle wheel cylinder | |
| CN108189824A (en) | A kind of mixing line control brake system of front-wheel EHB trailing wheels EMB | |
| CN109927692A (en) | A kind of vehicle integration electric servo brake system | |
| JPWO2014157683A1 (en) | Brake system for vehicles | |
| CN207725381U (en) | A kind of brake pedal travel simulator | |
| CN207860163U (en) | The compound line control brake system of four-wheel pressure independent control | |
| CN111409613A (en) | Line-controlled brake system with hydraulic backup brake | |
| CN211364530U (en) | Automatic driving automobile braking system with redundant module | |
| CN208515571U (en) | A kind of brake power recovering device | |
| CN208344203U (en) | A kind of brake power recovering device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200814 |