WO2025077262A1 - Pedal structure, electric control braking system and automobile thereof - Google Patents

Abstract

A pedal structure (1), comprising: a pedal body (10), which is hinged to a support (14) by means of a pivot (12); a rotary wheel (17), the rotary wheel (17) being connected to a parking brake mechanism by means of an execution mechanism (2); and a force simulator (15), the force simulator (15) being connected to the pivot (12), and the force simulator (15) comprising an electric control clutch (155) provided on the pivot (12). When the electric control clutch (155) is powered off, the rotary wheel (17) is connected to the pivot (12) by means of the electric control clutch (155), and when the electric control clutch (155) is powered on, the rotary wheel (17) is separated from the electric control clutch (155). An electric control braking system comprising the pedal structure (1) is further disclosed. When the braking capacity of the electric control braking system is reduced or during emergency braking, the electric control clutch (155) is actively or passively powered off, a driver steps on the pedal body (10), the rotary wheel (17) rotates, and a braking force is applied to a brake disc (5) by means of the execution mechanism (2) and the parking brake mechanism. Also disclosed is an automobile comprising the electric control braking system.

Description

A pedal structure, an electric control braking system and a vehicle thereof Technical Field

The present application relates to the automotive field, and in particular to a pedal structure, an electric control braking system and a vehicle thereof.

Background Art

When the vehicle needs to brake, the driver needs to step on the brake pedal. For traditional vehicles, the brake pedal and the brake of traditional vehicles are hydraulically or mechanically connected. Therefore, when the electronic brake control device fails, the driver can still achieve emergency braking by stepping on the brake pedal. However, due to the addition of electric braking on the vehicle and the cancellation of the hydraulic or mechanical connection between the brake pedal and the brake, on the one hand, the driver cannot directly perceive the reaction force fed back to the brake pedal during braking (i.e., the rigid feedback of the pedal), resulting in poor braking feeling for the driver and affecting the driver's driving experience; on the other hand, the brake pedal and the brake system have become decoupled controls. In the mode of electric brake system failure or power failure, the driver can no longer achieve emergency braking by stepping on the brake pedal; further, especially for brake actuators using dry brake devices, the motor may heat up due to long-term braking, resulting in a decrease in braking ability.

Summary of the invention

The present application provides a pedal structure, an electric control braking system and a vehicle thereof, which can solve the problem in the related art that when the vehicle partially or completely loses its electric control function/electric energy, the braking ability of the electronic brake control device decreases or even cannot achieve emergency braking when the driver steps on the brake pedal.

In a first aspect, the present invention provides a pedal structure, which includes: a pedal body, a rotating Wheel and force simulator, the pedal body is hinged on the bracket through an axle pin; the rotating wheel is configured to be connected to the parking brake mechanism through an actuator; the force simulator is connected to the axle pin, the force simulator includes an electronically controlled clutch, and the electronically controlled clutch is arranged on the axle pin; when the electronically controlled clutch loses power, the rotating wheel is connected to the axle pin through the electronically controlled clutch, and when the electronically controlled clutch is energized, the rotating wheel is separated from the electronically controlled clutch.

In some embodiments, the force simulator further includes: a driving motor, a housing and an elastic member, wherein the driving motor is coupled to the shaft pin through a reduction mechanism; the housing is sleeved on the surface of the shaft pin and one end is fixed to the bracket; an elastic member is fixedly connected between the inner wall of the housing and the surface of the shaft pin.

In some embodiments, the pedal structure further includes: a pedal beam and a sensor, wherein the pedal beam is fixed to the pedal body and hinged to the bracket via an axle pin; the sensor is mounted on the pedal beam and configured to collect displacement information of the pedal beam.

In some embodiments, a buckle ring is provided on the rotating wheel, and the buckle ring is configured to be connected to a cable of the actuator.

In a second aspect, an embodiment of the present application provides an electric control braking system, which includes: a pedal structure as described above, an actuator and a control unit, wherein the actuator is connected to the pedal structure; and the control unit is configured to send control instructions to the actuator.

In some embodiments, the electronically controlled braking system further includes: a brake disc, a first brake mechanism and a second brake mechanism, wherein the first brake mechanism and the second brake mechanism are disposed on the brake disc, and the first brake mechanism and the second brake mechanism are configured to apply or release braking force to the brake disc according to a control instruction.

In some embodiments, the pedal structure is located between the actuator and the brake disc.

In some embodiments, the second brake mechanism is a parking brake mechanism, the actuator is connected to the second brake mechanism, the first brake mechanism is configured to apply or release braking force to the brake disc according to the control instruction, and the actuator is configured to apply or release braking force to the brake disc through the second brake mechanism. power.

In some embodiments, the second braking mechanism includes: a mounting seat, a brake shoe, a pin shaft, a return spring and a connecting rod device, the brake shoe is connected to the actuator; the pin shaft is arranged on the mounting seat, and the brake shoe is hinged to the pin shaft; the return spring is connected between the pin shaft and the brake shoe; the connecting rod device is hinged to the brake shoe.

In some embodiments, the second braking mechanism further includes: a clearance adjustment device, wherein the clearance adjustment device is connected to the brake shoe.

In some embodiments, the first braking mechanism includes a caliper, which is an electric brake caliper, and the caliper is disposed on a brake disc.

In some embodiments, the first braking mechanism is a parking brake mechanism, the actuator is connected to the first braking mechanism, the second braking mechanism is configured to apply or release braking force to the brake disc according to a control instruction, and the actuator is configured to apply or release braking force to the brake disc through the first braking mechanism.

In some embodiments, the first braking mechanism includes a caliper, and the caliper is a cable-type brake caliper. The caliper is disposed on a brake disc and is connected to an actuator.

In some embodiments, the second braking mechanism includes: a mounting seat, a brake shoe, a pin shaft, a return spring and a driving device, wherein the pin shaft is arranged on the mounting seat, and the brake shoe is hinged to the pin shaft; the return spring is connected between the pin shaft and the brake shoe; the driving device is arranged on the mounting seat and connected to the brake shoe.

In some embodiments, the driving device includes: a driving sleeve, a transmission mechanism and a second screw, one end of the second screw is threadedly connected to the interior of the driving sleeve, and the other end is connected to the brake shoe; the transmission mechanism is connected to the driving sleeve and is configured to drive the driving sleeve to rotate so that the second screw drives the brake shoe to abut or release the brake disc.

In some embodiments, the transmission mechanism includes: a second motor, a first gear and a second gear, the second motor is mounted on a mounting seat; the first gear is arranged on the outer peripheral surface of the driving sleeve; the second gear is connected to the second motor, and the second gear is meshed with the first gear.

In some embodiments, the actuator includes: a first motor, a first screw, a sleeve and a cable, wherein the first screw is connected to the first motor; the sleeve is sleeved on the outer peripheral surface of the first screw and is threadedly connected to the first screw; one end of the cable is connected to the sleeve, and the other end is connected to the pedal structure.

In some embodiments, the actuator further includes: a first gearbox, and the first motor is connected to the first screw rod through the first gearbox.

In some embodiments, the actuator further includes: a guide structure, and the pull cable is inserted into the guide structure.

In some embodiments, the pedal structure also includes: a pedal beam and a sensor, wherein the pedal beam is fixed to the pedal body, and the pedal beam is hinged to the bracket through an axle pin; the sensor is installed on the pedal beam and is configured to collect pedal beam displacement information; the control unit is also configured to obtain the current expected braking force based on the pedal beam displacement information, and compare the current expected braking force with the current target braking force, when the current expected braking force is greater than the current target braking force, the control unit controls the force simulator to increase the axle pin rotation resistance, and when the current expected braking force is less than the current target braking force, the control unit controls the force simulator to reduce the axle pin rotation resistance.

In a third aspect, an embodiment of the present application provides a car, which includes: the electric control braking system as described above.

The beneficial effects brought by the technical solution provided by the embodiment of the present application include at least:

The embodiment of the present application provides a pedal structure, an electric control braking system and a vehicle thereof. When the braking capacity of the electric control braking system decreases, the control unit controls the electric control clutch to lose power. At this time, the driver steps on the pedal. The rotating wheel rotates, thereby applying braking force to the brake disc through the actuator and the parking brake mechanism; when emergency braking occurs (for example, the electric control brake system loses power), the electric control brake system cannot work normally, the electric control clutch loses power actively or passively, and the driver steps on the pedal body to drive the rotating wheel to rotate, thereby applying braking force to the brake disc through the actuator and the parking actuator; the electric control clutch controls the rotating wheel to operate the actuator to apply auxiliary braking, so that even if the vehicle partially or completely loses the electronic control function/electric energy, the driver can still perform parking operations through the pedal.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

FIG1 is a schematic diagram of a pedal structure provided in an embodiment of the present application;

FIG2 is a schematic diagram of a force simulator provided in an embodiment of the present application;

FIG3 is a schematic diagram of a first brake disc, a first brake mechanism, and a second brake mechanism provided in an embodiment of the present application;

FIG4 is a schematic diagram of a second brake disc, a first brake mechanism, and a second brake mechanism provided in an embodiment of the present application;

FIG5 is a schematic diagram of a first electric control braking system provided in an embodiment of the present application;

FIG6 is a schematic diagram of a second electric control braking system provided in an embodiment of the present application;

FIG7 is a schematic diagram of a first second braking mechanism provided in an embodiment of the present application;

FIG8 is a schematic diagram of a second braking mechanism provided in an embodiment of the present application;

FIG9 is a schematic diagram of an actuator provided in an embodiment of the present application;

FIG. 10 is a schematic diagram of a driving device provided in an embodiment of the present application.

In the figure: 1, pedal structure; 10, pedal body; 11, pedal beam; 12, shaft pin; 13, sensor; 14, bracket; 15, force simulator; 150, drive motor; 151, first spindle; 152, speed reduction mechanism; 153, housing; 154, elastic member; 155, electronically controlled clutch; 16, limit bearing; 17, rotating wheel; 170, buckle ring;
2. Actuator; 20. Guide structure; 200. Guide ring; 201. Balancer; 21. Cable;
22. first motor; 23. second main shaft; 24. first gearbox; 25. first output shaft; 26. first screw; 27. screw sleeve;
3. First brake mechanism; 30. Caliper;
4. Second brake mechanism; 40. Pin; 41. Return spring; 42. Clearance adjustment device; 43.
Brake shoe; 44, connecting rod device; 45, driving device; 450, second motor; 451, third main shaft; 452, first gear; 453, second gear; 454, driving sleeve; 455, second screw; 46, mounting seat;
5. Brake disc; 50. Fender; 51. Brake drum;
6. Control unit; 60. Electrical wires.

DETAILED DESCRIPTION

In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

The embodiments of the present application provide a pedal structure, an electric control braking system and a vehicle thereof, which can solve the problem in the related art that when the vehicle partially or completely loses its electric control function/electric energy, the braking ability of the electronic brake control device decreases or even cannot achieve emergency braking when the driver steps on the brake pedal.

When the vehicle needs to brake, the driver needs to step on the brake pedal. For traditional vehicles, the brake pedal and the brake of traditional vehicles are hydraulically or mechanically connected. Therefore, when the electronic brake control device fails, the driver can still achieve emergency braking by stepping on the brake pedal. However, due to the addition of electric braking on the vehicle and the cancellation of the hydraulic or mechanical connection between the brake pedal and the brake, on the one hand, the driver cannot directly perceive the reaction force fed back to the brake pedal during braking (i.e., the rigid feedback of the pedal), resulting in poor braking feeling for the driver and affecting the driver's driving experience; on the other hand, the brake pedal and the brake system have become decoupled controls. In the mode of electric brake system failure or power failure, the driver can no longer achieve emergency braking by stepping on the brake pedal; further, especially for brake actuators using dry brake devices, the motor may heat up due to long-term braking, resulting in a decrease in braking ability.

In view of the problem that when the vehicle partially or completely loses the electronic control function/electric energy, the braking ability of the electronic brake control device decreases or even cannot achieve emergency braking when the driver steps on the brake pedal. On the first aspect, the embodiment of the present application provides a pedal structure, which includes: a pedal body 10, a rotating wheel 17 and a force simulator 15, the pedal body 10 is hinged to the bracket 14 through the axle pin 12; the rotating wheel 17 is configured to be connected to the parking brake mechanism through the actuator 2; the force simulator 15 is connected to the axle pin 12, the force simulator 15 includes an electronically controlled clutch 155, and the electronically controlled clutch 155 is arranged on the axle pin 12; when the electronically controlled clutch 155 loses power, the rotating wheel 17 is connected to the axle pin 12 through the electronically controlled clutch 155, and when the electronically controlled clutch 155 is powered, the rotating wheel 17 is separated from the electronically controlled clutch 155.

In the present application, when the braking capacity of the electronically controlled braking system decreases, the control unit 6 controls the electronically controlled clutch When the electric clutch 155 loses power, the driver presses down the pedal body 10, and the rotating wheel 17 rotates, thereby applying braking force to the brake disc 5 through the actuator 2 and the parking brake mechanism; when emergency braking occurs (for example, the electric control braking system loses power), the electric control braking system cannot work normally, and the electric clutch 155 loses power actively or passively. The driver presses down the pedal body 10 to drive the rotating wheel 17 to rotate, thereby applying braking force to the brake disc 5 through the actuator 2 and the parking actuator 2; the electric clutch 155 controls the rotating wheel 17 to operate the actuator 2 to apply auxiliary braking. Even if the vehicle partially or completely loses the electric control function/electric energy, the driver can still perform parking operations through the pedal body 10.

The pedal structure 1 further includes: a pedal beam 11 and a sensor 13 . The pedal beam 11 is fixed to the pedal body 10 , and the pedal beam 11 is hinged to the bracket 14 via the axle pin 12 . The sensor 13 is installed on the pedal beam 11 and is configured to collect displacement information of the pedal beam 11 .

The pedal body 10 and the pedal beam 11 constitute the pedal body, wherein the pedal beam 11 is fixedly connected to the shaft pin 12, and the sensor 13 is mounted on the pedal beam 11, and can also be mounted on the bracket 14. The sensor 13 is set as a displacement sensor. When the pedal body 10 is stepped on, the displacement information of the pedal body 10 can be detected by the displacement sensor. One side of the shaft pin 12 is connected to the force simulator 15, and the other side is installed in the limit bearing 16. The limit bearing 16 is fixed on the bracket 14, and the rotor in the limit bearing 16 is fixed to the shaft pin 12.

A rotating wheel 17 is installed on the force simulator 15, and the rotating wheel 17 is connected to the cable 21 in the actuator 2. Specifically, the force simulator 15 also includes: a driving motor 150, a housing 153 and an elastic member 154, the driving motor 150 is coupled to the shaft pin 12 through a reduction mechanism 152; the housing 153 is sleeved on the surface of the shaft pin 12, and one end is fixed to the bracket 14; the elastic member 154 is fixedly connected between the inner wall of the housing 153 and the surface of the shaft pin 12.

The driving motor 150 is controlled by the control unit 6. The driving motor 150 is provided with a first main shaft 151. The first main shaft 151 is coupled to the shaft pin 12 through a reduction mechanism 152. For example, the reduction mechanism 152 is a reduction box with a planetary gear set. One side of the shaft pin 12 is meshed with the reduction box. An elastic member 154 is fixedly connected between the pins 12, and the elastic member 154 is set as a leaf spring, which is used to simulate the approximate pedal force-travel curve and the reset function. A groove is provided on the inner wall of the housing 153 in the force simulator 15, and one side of the leaf spring is embedded in the groove. Correspondingly, the outer surface of the shaft pin 12 also has a groove, and the other side of the leaf spring is embedded in the surface of the shaft pin 12. An electric control clutch 155 is installed on the shaft pin 12, and the outer ring of the electric control clutch 155 is connected to the rotating wheel 17, and the inner ring is connected to the shaft pin 12.

The electronically controlled clutch 155 has two states, one is the energized state of the electronically controlled clutch 155, when the electronically controlled clutch 155 is energized, the electronically controlled clutch 155 is separated from the rotating wheel 17, and the shaft pin 12 and the rotating wheel 17 do not affect each other; the other is the de-energized state of the electronically controlled clutch 155, when the electronically controlled clutch 155 is de-energized, the electronically controlled clutch 155 is connected to the rotating wheel 17. When the control unit 6 detects that the braking capacity of the electronically controlled braking system decreases or part of the mechanism in the electronically controlled braking system loses power (failure), the control unit 6 controls the electronically controlled clutch 155 to lose power; when the entire electronically controlled braking system loses power, the electronically controlled clutch 155 also loses power. A buckle 170 is provided on the rotating wheel 17, and the buckle 170 is used to connect with the cable 21 of the actuator 2.

The decoupled pedal structure 1 in this application can be used in an autonomous driving vehicle. Specifically, it includes the following functions:

Braking system detection: When the driver steps on the pedal body 10, the displacement sensor transmits the displacement signal to the control unit 6. The control unit 6 converts the displacement information into pedal depth information. The control unit 6 also determines the driver's braking intention based on the vehicle speed signal and controls the electronic control braking system to apply corresponding braking force.

Pedal feel simulation: When the driver steps on the pedal body 10, the displacement sensor transmits the displacement signal to the control unit 6. The control unit 6 determines the driver's braking intention based on the displacement information of the pedal beam 11 and the vehicle speed signal, obtains the current expected braking force, and determines the current target braking force based on the actual situation. When the control unit 6 receives the feedback request from the pedal body 10 (displacement information of the pedal beam 11), the drive motor 150 rotates, thereby outputting torque to the shaft pin 12, thereby changing the magnitude of the feedback force of the pedal body 10: the control unit 6 compares the current expected braking force with the current target braking force. When the current expected braking force is greater than the current target braking force, the control unit 6 controls the force simulator 15 to increase the rotation resistance of the shaft pin 12. When the current expected braking force is less than the current target braking force, the control unit 6 controls the force simulator 15 to reduce the rotation resistance of the shaft pin 12. When the rotation resistance of the shaft pin 12 is increased, the first main shaft 151 of the drive motor 150 is turned in the opposite direction to the rotation of the shaft pin 12; when the rotation resistance of the shaft pin 12 is reduced, the first main shaft 151 of the drive motor 150 is turned in the same direction as the rotation of the shaft pin 12. The control unit 6 increases and decreases the pedal resistance by controlling the output force of the force simulator 15, thereby giving the driver appropriate pedal feedback according to the actual braking force. In addition, when the braking force of the electric control braking system increases, the rotation resistance of the shaft pin 12 is increased by the force simulator 15; when the braking force of the electric control braking system decreases, the rotation resistance of the shaft pin 12 is reduced by the force simulator 15.

In addition, when the control unit 6 receives a brake assist request from the actuator 2, the first motor 22 in the actuator 2 is driven to pull the cable 21, thereby increasing the braking force, and the rotating wheel 17 is not affected at this time. When the control unit 6 receives a brake assist request from the force simulator 15, the electronically controlled clutch 155 is controlled to lose power, and the drive motor 150 in the force simulator 15 drives the rotating wheel 17 to rotate through the first main shaft 151 and the reduction mechanism 152, thereby applying the braking force through the cable 21. When emergency braking (such as system power failure) occurs, other braking systems cannot work normally at this time, and the electronically controlled clutch 155 is actively or passively powered off. When the driver steps on the pedal body 10, the shaft pin 12 rotates, thereby driving the electronically controlled clutch 155 and the rotating wheel 17 to rotate, thereby applying the braking force through the cable 21.

In the second aspect, an embodiment of the present application provides an electric control braking system, which includes: a pedal structure 1, an actuator 2 and a control unit 6 provided in any of the above embodiments of the present application, wherein the actuator 2 is connected to the pedal structure 1; the control unit 6 is connected to the actuator 2 via an electric wire 60 and is configured to send control instructions to the actuator 2.

In the present application, when the braking capacity of the electronically controlled braking system decreases, the control unit 6 controls the electronically controlled clutch When the electric clutch 155 loses power, the driver presses down the pedal body 10, and the rotating wheel 17 rotates, thereby applying braking force to the brake disc 5 through the actuator 2 and the parking brake mechanism; when emergency braking occurs (for example, the electric control braking system loses power), the electric control braking system cannot work normally, and the electric clutch 155 loses power actively or passively. The driver presses down the pedal body 10 to drive the rotating wheel 17 to rotate, thereby applying braking force to the brake disc 5 through the actuator 2 and the parking actuator 2; the electric clutch 155 controls the rotating wheel 17 to operate the actuator 2 to apply auxiliary braking. Even if the vehicle partially or completely loses the electric control function/electric energy, the driver can still perform parking operations through the pedal body 10.

The actuator 2 includes: a first motor 22, a first screw 26, a screw sleeve 27 and a cable 21, wherein the first screw 26 is connected to the first motor 22; the screw sleeve 27 is sleeved on the outer peripheral surface of the first screw 26 and is threadedly connected to the first screw 26; one end of the cable 21 is connected to the screw sleeve 27, and the other end is connected to the pedal structure 1. Further, the actuator 2 also includes: a first gearbox 24, and the first motor 22 is connected to the first screw 26 through the first gearbox 24.

The working principle of the actuator 2 is as follows: the first motor 22 drives the second main shaft 23 arranged thereon to rotate, and after the first gearbox 24 reduces speed and increases torque, the first output shaft 25 on the first gearbox 24 is transmitted, and the first output shaft 25 is connected to the first screw 26, and a screw sleeve 27 is screwed therewith, and the screw sleeve 27 is circumferentially limited. When the first screw 26 rotates forward and reverse, the screw sleeve 27 will move, thereby pulling or releasing the cable 21. Since the first screw 26 and the screw sleeve 27 are self-locking threads, the screw sleeve 27 cannot be moved by the cable 21.

In order to make the cable 21 more stable when moving, the actuator 2 further includes: a guide structure 20, and the cable 21 is arranged inside the guide structure 20. The guide structure 20 includes a guide ring 200 and a balancer 201, and the cable 21 is arranged inside the guide ring 200 and the balancer 201. The guide ring 200 and the balancer 201 guide the cable 21, and the balance of the cable 21 body when moving can be ensured.

On the basis of the above embodiment, in this embodiment, the electric control braking system further includes: a brake disc 5, The first brake mechanism 3 and the second brake mechanism 4 are arranged on the brake disc 5, and the first brake mechanism 3 and the second brake mechanism 4 are configured to apply or release braking force to the brake disc 5 according to control instructions. A fender 50 is also arranged on the brake disc 5.

In some possible embodiments, the second braking mechanism 4 is a parking brake mechanism, in which case the first braking mechanism 3 is a service brake mechanism, the actuator 2 is connected to the second braking mechanism 4, the first braking mechanism 3 is configured to apply or release braking force to the brake disc 5 according to a control instruction, and the actuator 2 is configured to apply or release braking force to the brake disc 5 through the second braking mechanism 4.

The second brake mechanism 4 includes: a mounting seat 46, a brake shoe 43, a pin 40, a return spring 41 and a connecting rod device 44. The brake shoe 43 is connected to the actuator 2. The pin 40 is arranged on the mounting seat 46. The brake shoe 43 is hinged to the pin 40. The return spring 41 is connected between the pin 40 and the brake shoe 43. The connecting rod device 44 is hinged to the brake shoe 43. The second brake mechanism 4 also includes a clearance adjustment device 42. The clearance adjustment device 42 is connected to the brake shoe 43.

In this embodiment, the cable 21 is connected to the brake shoe 43; two brake shoes 43 are provided, and the two brake shoes 43 are radially symmetrically distributed on both sides of the pin shaft 40, and are both hinged to the pin shaft 40; the connecting rod device 44 is hinged between the two brake shoes 43; wherein, when one brake shoe 43 abuts against the brake drum 51 (the inner side of the disc cap of the brake disc 5 (this area is called the brake drum 51)), the connecting rod device 44 drives the other brake shoe 43 to abut the brake drum 51, and when one brake shoe 43 is separated from the brake drum 51, the connecting rod device 44 drives the other brake shoe 43 to release the brake drum 51.

The connecting rod device 44 includes: a first connecting rod and a second connecting rod, wherein one end of the first connecting rod is hinged to a brake shoe 43; the second connecting rod is vertically arranged between the two brake shoes 43, one end of the second connecting rod is hinged to the first connecting rod, and an angle is formed between the first connecting rod and the second connecting rod. The other end is connected to another brake shoe 43 .

Therefore, when the cable 21 drives the friction surface of the brake shoe 43 to fit with the brake drum 51, the return spring 41 stretches, one end of the first connecting rod is lifted, and the other end falls, and the falling end pushes the second connecting rod to move, so that the friction surface of the other brake shoe 43 fits with the brake drum 51; when the friction surface of the brake shoe 43 separates from the brake drum 51, the return spring 41 and the connecting rod device 44 are restored. When the brake is released, the actuator 2 releases the brake shoe 43, and under the action of the return spring 41, the brake shoe 43 is driven to return.

When the first motor 22 drives the first screw 26 to rotate, the screw sleeve 27 is driven to move on the first screw 26, and then the cable 21 is driven to move. When the parking brake is applied, the cable 21 pulls the friction surface of the brake shoe 43 to fit the brake drum 51; when the brake is released, the first motor 22 drives the first screw 26 and the screw sleeve 27 to release the cable 21, and under the action of the return spring 41, the brake shoe 43 is driven to return.

During service braking: the pedal body 10 is stepped on, and the control unit 6 receives a service braking request. When the control unit 6 receives the service braking request, the control unit 6 sends a control instruction to the first brake mechanism 3. The first brake mechanism 3 includes a caliper 30, which is an electric brake caliper, and the caliper 30 is arranged on the brake disc 5. When the first brake mechanism 3 performs a braking operation, the motor in the electric brake caliper works and applies a braking force to the brake disc 5 according to demand.

During parking brake: the control unit 6 receives the parking brake request. When the control unit 6 receives the parking brake request, the control unit 6 sends a control command to the actuator 2. The actuator 2 tightens the cable 21, driving the brake shoe 43 connected thereto to be close to the brake drum 51. The brake shoe 43 uses the fulcrum of the connecting rod device 44 to drive another brake shoe 43 to be close to the brake drum 51, thereby achieving braking and keeping the current position to achieve parking brake. When the brake is released, the cable 21 is released, and the brake shoe 43 is driven to return to its original position under the action of the return spring 41.

The pedal structure 1 is located between the actuator 2 and the brake disc 5. Therefore, the cable 21 first passes through the buckle ring 170 on the rotating wheel 17 and then is connected to the brake shoe 43.

During emergency braking: the electric clutch 155 loses power, the pedal body 10 is stepped on, and the rotating wheel 17 is rotated to perform emergency braking.

Braking degradation: When the brake-by-wire system has a reduced braking capacity due to some reasons, such as the actuator 2 losing power, the electronically controlled clutch 155 loses power. At this time, the driving motor 150 in the force simulator 15 drives the rotating wheel 17 to rotate, thereby driving the cable 21 to pull the brake shoe 43 for braking.

When the service brake function is lost (the first brake mechanism 3 cannot work): auxiliary braking is performed through the actuator 2 and the parking brake mechanism (the second brake mechanism 4).

When the service brake and the actuator 2 lose their functions (the first brake mechanism 3 and the actuator 2 cannot work), emergency braking is performed by stepping on the pedal body 10 to rotate the rotating wheel 17.

During emergency brake assistance: by driving the motor 150 to rotate, the pedal body 10 is assisted to brake, thereby obtaining a greater braking force without losing the brake control function.

In other embodiments, the first braking mechanism 3 is a parking brake mechanism, and the second braking mechanism 4 is a service brake mechanism. The actuator 2 is connected to the first braking mechanism 3, and the second braking mechanism 4 is configured to apply or release braking force to the brake disc 5 according to a control instruction. The actuator 2 is configured to apply or release braking force to the brake disc 5 through the first braking mechanism 3.

Specifically, the first brake mechanism 3 includes a caliper 30 , which is a cable-type brake caliper. The caliper 30 is disposed on the brake disc 5 and connected to the actuator 2 .

When the actuator 2 is working, the caliper 30 is pulled by the cable 21 to apply braking force to the brake disc 5 .

In this embodiment, the second braking mechanism 4 includes: a mounting seat 46, a brake shoe 43, a pin shaft 40, a return spring 41 and a driving device 45. The pin shaft 40 is arranged on the mounting seat 46, and the brake shoe 43 is hinged to the pin shaft 40; the return spring 41 is connected between the pin shaft 40 and the brake shoe 43; the driving device 45 is arranged on the mounting seat 46 and is connected to the brake shoe 43.

Specifically, the driving device 45 is connected to the brake shoe 43 and is configured to The control instruction drives the driving device 45 to control the brake shoe 43 to abut against or release the brake drum 51. The driving device 45 includes: a driving sleeve 454, a second screw rod 455 and a transmission mechanism, one end of the second screw rod 455 is threadedly connected to the inside of the driving sleeve 454, and the other end is connected to the brake shoe 43; the transmission mechanism is connected to the driving sleeve 454, and is configured to drive the driving sleeve 454 to rotate, so that the second screw rod 455 drives the brake shoe 43 to abut against or release the brake disc 5.

The transmission mechanism drives the driving sleeve 454 to rotate. When the driving sleeve 454 rotates forward, the second screw 455 is screwed out of the driving sleeve 454, thereby driving the brake shoe 43 to abut against the brake drum 51; when the driving sleeve 454 rotates reversely, the second screw 455 moves into the driving sleeve 454, thereby driving the brake shoe 43 to release the brake drum 51.

Wherein, the transmission mechanism includes: a second motor 450, a first gear 452 and a second gear 453, the second motor 450 is installed on the mounting seat 46; the first gear 452 is arranged on the outer peripheral surface of the driving sleeve 454; the second gear 453 is connected to the second motor 450, and the second gear 453 is meshed with the first gear 452.

When the transmission mechanism performs a braking operation, it drives the second gear 453 to rotate through the second motor 450, and directly drives the drive sleeve 454 through the first gear 452. The axial direction of the second gear 453 is parallel to the axial direction of the drive sleeve 454, making the structure and arrangement more advantageous. When the brake is released, the transmission mechanism performs a brake release operation, which drives the second gear 453 and the first gear 452 to rotate, thereby screwing the second screw 455 into the drive sleeve 454, and then drives the brake shoe 43 to separate from the brake drum 51, thereby releasing the brake. The transmission mechanism also includes a second gearbox, and the second motor 450 is connected to the second gear 453 through the second gearbox. Therefore, the second motor 450 drives the third main shaft 451, which is transmitted to the second gear 453 after deceleration and torque increase by the second gearbox. The second gear 453 is connected to the first gear 452, and then drives the drive sleeve 454 to rotate.

During service braking: the pedal body 10 is depressed, and the control unit 6 receives a service braking request. When the control unit 6 receives the service braking request, the control unit 6 sends a control instruction to the second brake mechanism 4 . When the second brake mechanism 4 performs a braking operation, the second motor 450 works, drives the driving sleeve 454 to rotate according to demand, and then applies a braking force to the brake disc 5 through the second screw rod 455 and the brake shoe 43 .

During parking brake: the control unit 6 receives a parking brake request. When the control unit 6 receives the parking brake request, the control unit 6 sends a control instruction to the actuator 2. When the actuator 2 pulls the cable 21, the piston inside the caliper 30 presses the brake disc 5, achieving the purpose of parking. On the contrary, when the cable 21 is released, the brake is released.

The pedal structure 1 is located between the actuator 2 and the brake disc 5. Therefore, the cable 21 first passes through the buckle ring 170 on the rotating wheel 17 and then is connected to the caliper 30.

During emergency braking: the electric clutch 155 loses power, the pedal body 10 is stepped on, and the rotating wheel 17 is rotated to perform emergency braking.

Braking degradation: When the brake-by-wire system loses its braking capacity due to some reasons, such as the actuator 2 losing power, the electronically controlled clutch 155 loses power. At this time, the driving motor 150 in the force simulator 15 drives the rotating wheel 17 to rotate, thereby driving the cable 21 to cause the caliper 30 to apply braking force to the brake disc 5.

When the service brake function is lost (the second brake mechanism 4 cannot work): auxiliary braking is performed through the actuator 2 and the parking brake mechanism (the first brake mechanism 3).

When the service brake and the actuator 2 lose their functions (the second brake mechanism 4 and the actuator 2 cannot work), emergency braking is performed by stepping on the pedal body 10 to rotate the rotating wheel 17.

During emergency brake assistance: by driving the motor 150 to rotate, the pedal body 10 is assisted to brake, thereby obtaining a greater braking force without losing the brake control function.

On the basis of the above embodiment, in this embodiment, the pedal structure 1 further includes: a pedal beam 11 and a sensor 13, the pedal beam 11 is fixed to the pedal body 10, and the pedal beam 11 is hinged to the bracket 14 through the shaft pin 12; the sensor 13 is installed on the pedal beam 11, and is configured to collect displacement information of the pedal beam 11; the control unit 6 is also configured to obtain the current expected braking force according to the displacement information of the pedal beam 11, and to convert the current The expected braking force is compared with the current target braking force. When the current expected braking force is greater than the current target braking force, the control unit 6 controls the force simulator 15 to increase the rotational resistance of the axle pin 12. When the current expected braking force is less than the current target braking force, the control unit 6 controls the force simulator 15 to reduce the rotational resistance of the axle pin 12.

In this embodiment, the sensor 13 is set as a displacement sensor. When the driver steps on the pedal body 10, the displacement sensor transmits the displacement signal to the control unit 6. The control unit 6 determines the driver's braking intention according to the displacement information of the pedal beam 11 and the vehicle speed signal, obtains the current expected braking force, and determines the current target braking force according to the actual situation. When the control unit 6 receives the feedback request of the pedal body 10 (displacement information of the pedal beam 11), the drive motor 150 rotates, thereby outputting torque to the shaft pin 12, thereby changing the magnitude of the feedback force of the pedal body 10: the control unit 6 compares the current expected braking force with the current target braking force. When the current expected braking force is greater than the current target braking force, the control unit 6 controls the force simulator 15 to increase the rotation resistance of the shaft pin 12. When the current expected braking force is less than the current target braking force, the control unit 6 controls the force simulator 15 to reduce the rotation resistance of the shaft pin 12. When the rotational resistance of the shaft pin 12 is increased, the first main shaft 151 of the drive motor 150 is turned in the opposite direction to the rotational resistance of the shaft pin 12; when the rotational resistance of the shaft pin 12 is reduced, the first main shaft 151 of the drive motor 150 is turned in the same direction as the rotational resistance of the shaft pin 12. The control unit 6 increases and decreases the pedal resistance by controlling the output force of the force simulator 15, thereby giving the driver appropriate pedal feedback according to the actual braking force. In addition, when the braking force of the electric control brake system increases, the rotational resistance of the shaft pin 12 is increased by the force simulator 15; when the braking force of the electric control brake system decreases, the rotational resistance of the shaft pin 12 is reduced by the force simulator 15.

In this application, the control unit 6 obtains the current target braking force through the vehicle data information, and then performs service braking or parking braking. At this time, first determine whether the service brake mechanism is faulty. When the service brake mechanism is normal, brake is performed through the service brake mechanism; if the service brake mechanism is faulty, determine whether the parking brake mechanism is faulty. When the parking brake mechanism is normal, auxiliary braking is performed through the actuator 2. If the parking brake mechanism fails, it is determined whether the force simulator 15 is faulty; if the force simulator 15 is in normal working condition, the control unit 6 controls the electronically controlled clutch 155 to lose power, so that the electronically controlled clutch 155 is connected to the rotating wheel 17, and then controls the drive motor 150 to drive the rotating wheel 17 to pull the cable 21 for braking; if the force simulator 15 is in a faulty state (power failure), the electronically controlled clutch 155 actively loses power and is connected to the rotating wheel 17, and the driver operates the pedal to pull the cable 21 for braking.

In a third aspect, an embodiment of the present application provides a car, which includes: it includes the electric control braking system provided by any of the above embodiments of the present application. The embodiment of the present application does not limit the specific structure of the car.

In the present application, when the braking capacity of the electronically controlled braking system decreases, the control unit 6 controls the electronically controlled clutch 155 to lose power. At this time, the driver steps on the pedal body 10, and the rotating wheel 17 rotates, thereby applying braking force to the brake disc 5 through the actuator 2 and the parking brake mechanism; when emergency braking occurs (such as the electronically controlled braking system loses power), the electronically controlled braking system cannot work normally, and the electronically controlled clutch 155 loses power actively or passively. The driver steps on the pedal body 10 to drive the rotating wheel 17 to rotate, thereby applying braking force to the brake disc 5 through the actuator 2 and the parking actuator 2; the electronically controlled clutch 155 controls the rotating wheel 17 to manipulate the actuator 2 to apply auxiliary braking, so that even if the vehicle partially or completely loses its electronic control function/electric energy, the driver can still perform parking operations through the pedal body 10.

In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise expressly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances. Body meaning.

It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims (21)

A pedal structure (1), characterized in that it comprises: A pedal body (10), wherein the pedal body (10) is hinged to a bracket (14) via an axle pin (12); A rotating wheel (17), wherein the rotating wheel (17) is configured to be connected to a parking brake mechanism via an actuator (2); A force simulator (15), wherein the force simulator (15) is connected to the shaft pin (12), and the force simulator (15) comprises an electrically controlled clutch (155), and the electrically controlled clutch (155) is arranged on the shaft pin (12); When the electric-controlled clutch (155) loses power, the rotating wheel (17) is connected to the shaft pin (12) through the electric-controlled clutch (155); when the electric-controlled clutch (155) is powered, the rotating wheel (17) is separated from the electric-controlled clutch (155). The pedal structure (1) according to claim 1, characterized in that the force simulator (15) further comprises: A driving motor (150), wherein the driving motor (150) is coupled to the shaft pin (12) via a speed reduction mechanism (152); A housing (153), wherein the housing (153) is sleeved on the surface of the shaft pin (12) and one end of the housing (153) is fixed on the bracket (14); An elastic member (154) is fixedly connected between the inner wall of the housing (153) and the surface of the shaft pin (12). The pedal structure (1) according to claim 1, characterized in that the pedal structure (1) further comprises: A pedal beam (11), wherein the pedal beam (11) is fixed to the pedal body (10), and the pedal beam (11) is hinged to the bracket (14) via an axle pin (12); A sensor (13) is installed on the pedal beam (11) and is configured to collect displacement information of the pedal beam (11). The pedal structure (1) according to claim 1, characterized in that: The rotating wheel (17) is provided with a buckle (170), and the buckle (170) is configured to be coupled to the execution The movable member is connected to the movable member by a cable (21) of the movable member. An electronically controlled braking system, characterized in that it comprises: The pedal structure (1) according to any one of claims 1 to 4; An actuator (2), wherein the actuator (2) is connected to the pedal structure (1); A control unit (6), wherein the control unit (6) is configured to send a control instruction to the actuator (2). The electronically controlled braking system according to claim 5, characterized in that: the electronically controlled braking system further comprises: Brake disc (5); A first brake mechanism (3) and a second brake mechanism (4), wherein the first brake mechanism (3) and the second brake mechanism (4) are arranged on a brake disc (5), and the first brake mechanism (3) and the second brake mechanism (4) are configured to apply or release braking force to the brake disc (5) according to a control instruction. The electronically controlled braking system according to claim 6, characterized in that: The pedal structure (1) is located between the actuator (2) and the brake disc (5). The electronically controlled braking system according to claim 6, characterized in that: The second brake mechanism (4) is a parking brake mechanism, the actuator (2) is connected to the second brake mechanism (4), the first brake mechanism (3) is configured to apply or release braking force to the brake disc (5) according to a control instruction, and the actuator (2) is configured to apply or release braking force to the brake disc (5) through the second brake mechanism (4). The electronically controlled braking system according to claim 8, characterized in that the second braking mechanism (4) comprises: Mounting seat (46); A brake shoe (43), wherein the brake shoe (43) is connected to the actuator (2); A pin shaft (40), wherein the pin shaft (40) is arranged on a mounting seat (46), and the brake shoe (43) is hingedly connected to the pin shaft (40); A return spring (41), wherein the return spring (41) is connected between the pin shaft (40) and the brake shoe (43); A connecting rod device (44) is hingedly connected to the brake shoe (43). The electronically controlled braking system according to claim 9, characterized in that the second braking mechanism (4) further comprises: a clearance adjustment device (42), wherein the clearance adjustment device (42) is connected to the brake shoe (43). The electronically controlled braking system according to claim 8, wherein: The first brake mechanism (3) comprises a caliper (30), wherein the caliper (30) is an electric brake caliper, and the caliper (30) is arranged on a brake disc (5). The electronically controlled braking system according to claim 6, characterized in that: The first brake mechanism (3) is a parking brake mechanism, the actuator (2) is connected to the first brake mechanism (3), the second brake mechanism (4) is configured to apply or release braking force to the brake disc (5) according to a control instruction, and the actuator (2) is configured to apply or release braking force to the brake disc (5) through the first brake mechanism (3). The electronically controlled braking system according to claim 12, wherein: The first brake mechanism (3) comprises a caliper (30), the caliper (30) being a cable-type brake caliper, the caliper (30) being arranged on a brake disc (5) and connected to an actuator (2). The electronically controlled braking system according to claim 12, characterized in that the second braking mechanism (4) comprises: Mounting seat (46); Brake shoe (43); A pin shaft (40), wherein the pin shaft (40) is arranged on a mounting seat (46), and the brake shoe (43) is hingedly connected to the pin shaft (40); A return spring (41), wherein the return spring (41) is connected between the pin shaft (40) and the brake shoe (43); A driving device (45) is arranged on a mounting seat (46) and connected to the brake shoe (43). The electronically controlled braking system according to claim 14, characterized in that the drive device (45) comprises: A drive sleeve (454); A second screw rod (455), one end of which is threadedly connected to the interior of the driving sleeve (454) and the other end of which is connected to the brake shoe (43); A transmission mechanism is connected to the drive sleeve (454) and is configured to drive the drive sleeve (454) to rotate, so that the second screw rod (455) drives the brake shoe (43) to abut against or release the brake disc (5). The electronically controlled braking system according to claim 15, wherein the transmission mechanism comprises: A second motor (450), the second motor (450) being mounted on a mounting seat (46); A first gear (452), the first gear (452) being disposed on the outer peripheral surface of the driving sleeve (454); A second gear (453), the second gear (453) is connected to the second motor (450), and the second gear (453) is meshed with the first gear (452). The electronically controlled braking system according to claim 5, characterized in that the actuator (2) comprises: A first motor (22); A first screw (26), wherein the first screw (26) is connected to the first motor (22); A screw sleeve (27), wherein the screw sleeve (27) is sleeved on the outer peripheral surface of the first screw rod (26) and is threadedly connected to the first screw rod (26); A cable (21), one end of the cable (21) is connected to the screw sleeve (27), and the other end of the cable (21) is connected to the pedal structure (1). The electric control braking system according to claim 17 is characterized in that the actuator (2) further includes: a first gearbox (24), and the first motor (22) is connected to the first screw (26) through the first gearbox (24). The electric control braking system according to claim 17 is characterized in that the actuator (2) further comprises: a guide structure (20), and the cable (21) is inserted into the guide structure (20). The electronically controlled braking system according to claim 5, characterized in that the pedal structure (1) further comprises: A pedal beam (11) and a sensor (13), wherein the pedal beam (11) is fixed to the pedal body (10), The pedal beam (11) is hinged to the bracket (14) via an axle pin (12); the sensor (13) is mounted on the pedal beam (11) and is configured to collect displacement information of the pedal beam (11); The control unit (6) is further configured to obtain a current expected braking force based on the displacement information of the pedal beam (11), and compare the current expected braking force with the current target braking force; when the current expected braking force is greater than the current target braking force, the control unit (6) controls the force simulator (15) to increase the rotational resistance of the shaft pin (12); and when the current expected braking force is less than the current target braking force, the control unit (6) controls the force simulator (15) to reduce the rotational resistance of the shaft pin (12). An automobile, characterized in that it comprises: an electronically controlled braking system as described in any one of claims 5-20.