Pedal structure, electric control braking system and automobile thereof

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

Pedal structure, electric control braking system and vehicle thereof Technical Field

[0001] 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

[0002] When the vehicle needs to brake, the driver must depress the brake pedal. Traditional vehicles use a hydraulic or mechanical connection between the brake pedal and the brake. Therefore, if the electronic brake control device fails, the driver can still achieve emergency braking by depressing the brake pedal. However, due to the addition of electric braking and the removal of the hydraulic or mechanical connection between the brake pedal and the brake, 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 feel and a negative impact on the driving experience. Furthermore, the brake pedal and the braking system are decoupled. If the electric brake system fails or loses power, the driver cannot achieve emergency braking by depressing the brake pedal. Furthermore, for brake actuators using dry brakes, prolonged braking may cause the motor to heat up, resulting in a decrease in braking capacity.

[0003] Summary of the Invention

[0004] The present application provides a pedal structure, an electronically controlled braking system and a vehicle thereof, which can solve the problem in related technologies that when a vehicle partially or completely loses its electronic control function / electric energy, the braking ability of the electronic brake control device decreases or even emergency braking cannot be achieved when the driver steps on the brake pedal.

[0005] In the first aspect, an embodiment of the present application provides a pedal structure, which includes: a pedal body, a rotating wheel and a force simulator, wherein the pedal body is hinged to a bracket through an axle pin; the rotating wheel is configured to be connected to a parking brake mechanism through an actuator; the force simulator is connected to the axle pin, and 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.

[0006] In some embodiments, the force simulator further includes: a drive motor, a housing and an elastic member, wherein the drive 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.

[0007] 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 pedal beam displacement information.

[0008] In some embodiments, a buckle is provided on the rotating wheel, and the buckle is configured to be connected to a cable of the actuator.

[0009] In a second aspect, an embodiment of the present application provides an electronically controlled braking system, which includes: the 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.

[0010] In some embodiments, the electronically controlled braking system further includes: a brake disc, a first braking mechanism, and a second braking mechanism, wherein the first braking mechanism and the second braking mechanism are arranged on the brake disc, and the first braking mechanism and the second braking mechanism are configured to apply or release braking force to the brake disc according to control instructions.

[0011] In some embodiments, the pedal structure is located between the actuator and the brake disc.

[0012] In some embodiments, the second braking mechanism is a parking brake mechanism, the actuator is connected to the second braking mechanism, the first 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 second braking mechanism.

[0013] 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, wherein 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; and the connecting rod device is hinged to the brake shoe.

[0014] In some embodiments, the second braking mechanism further includes: a gap adjusting device, wherein the gap adjusting device is connected to the brake shoe.

[0015] 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.

[0016] 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.

[0017] In some embodiments, the first braking mechanism includes a caliper, which is a cable-type brake caliper. The caliper is disposed on a brake disc and is connected to an actuator.

[0018] In some embodiments, the second braking mechanism includes: a mounting seat, a brake shoe, a pin shaft, a return spring and a driving device, 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] In some embodiments, the actuator further includes: a first gearbox, and the first motor is connected to the first screw via the first gearbox.

[0023] In some embodiments, the actuator further includes a guide structure, and the cable is passed through the guide structure.

[0024] 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 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. 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.

[0025] In a third aspect, an embodiment of the present application provides a car, which includes: the electronically controlled braking system as described above.

[0026] The beneficial effects of the technical solutions provided in the embodiments of the present application include at least:

[0027] An 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, and the rotating wheel rotates, thereby applying braking force to the brake disc through the actuator and the parking brake mechanism; when emergency braking occurs (such as the electric control braking system loses power), the electric control braking system cannot work normally, and the electric control clutch loses power actively or passively. 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 manipulate the actuator to apply auxiliary braking. Even if the vehicle partially or completely loses its electronic control function / electric energy, the driver can still perform parking operations through the pedal. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. 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 any creative work.

[0029] FIG1 is a schematic diagram of a pedal structure provided in an embodiment of the present application;

[0030] FIG2 is a schematic diagram of a force simulator provided in an embodiment of the present application;

[0031] 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;

[0032] 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;

[0033] FIG5 is a schematic diagram of a first electronically controlled braking system provided in an embodiment of the present application;

[0034] FIG6 is a schematic diagram of a second electronically controlled braking system provided in an embodiment of the present application;

[0035] FIG7 is a schematic diagram of a first second braking mechanism provided in an embodiment of the present application;

[0036] FIG8 is a schematic diagram of a second braking mechanism according to an embodiment of the present application;

[0037] FIG9 is a schematic diagram of an actuator provided in an embodiment of the present application;

[0038] FIG10 is a schematic diagram of a driving device provided in an embodiment of the present application.

[0039] In the figure: 1. Pedal structure; 10. Pedal body; 11. Pedal beam; 12. Axis 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. Retaining ring; 2. Actuator; 20. Guide structure; 200. Guide ring; 201. Balancer; 21. Cable; 22. First motor; 23. Second spindle; 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. Gap adjustment device; 43. Brake shoe; 44. Connecting rod assembly; 45. Drive assembly; 450. Second motor; 451. Third main shaft; 452. First gear; 453. Second gear; 454. Drive sleeve; 455. Second screw; 46. Mounting seat; 5. Brake disc; 50. Fender; 51. Brake drum; 6. Control unit; 60. Electrical wires. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0041] The embodiments of the present application provide a pedal structure, an electronically controlled braking system and a vehicle thereof, which can solve the problem in related technologies that when the vehicle partially or completely loses its electronic control function / electric energy, the braking ability of the electronic brake control device decreases or even emergency braking cannot be achieved when the driver steps on the brake pedal.

[0042] When the vehicle needs to brake, the driver must depress the brake pedal. Traditional vehicles use a hydraulic or mechanical connection between the brake pedal and the brake. Therefore, if the electronic brake control device fails, the driver can still achieve emergency braking by depressing the brake pedal. However, due to the addition of electric braking and the removal of the hydraulic or mechanical connection between the brake pedal and the brake, 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 feel and a negative impact on the driving experience. Furthermore, the brake pedal and the braking system are decoupled. If the electric brake system fails or loses power, the driver cannot achieve emergency braking by depressing the brake pedal. Furthermore, for brake actuators using dry brakes, prolonged braking may cause the motor to heat up, resulting in a decrease in braking capacity.

[0043] In response to the problem that when the vehicle partially or completely loses its 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 hand, an embodiment of the present application provides a pedal structure, which includes: a pedal body 10, a rotating wheel 17 and a force simulator 15, wherein the pedal body 10 is hinged to the bracket 14 through an axle pin 12; the rotating wheel 17 is configured to be connected to the parking brake mechanism through an actuator 2; the force simulator 15 is connected to the axle pin 12, and 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 energized, the rotating wheel 17 is separated from the electronically controlled clutch 155.

[0044] 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. 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.

[0045] Among them, the pedal structure 1 also 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 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.

[0046] The pedal body 10 and pedal beam 11 form the pedal main body. Pedal beam 11 is fixedly connected to axle pin 12. Sensor 13 is mounted on pedal beam 11 and can also be mounted on bracket 14. Sensor 13 is a displacement sensor that detects the displacement of pedal body 10 when a foot steps on it. One side of axle pin 12 is connected to a force simulator 15, and the other side is mounted in a limit bearing 16. Limit bearing 16 is fixed to bracket 14, and the rotor in limit bearing 16 is fixed to axle pin 12.

[0047] The force simulator 15 is mounted with a rotating wheel 17, which is connected to the cable 21 in the actuator 2. Specifically, the force simulator 15 also includes a drive motor 150, a housing 153, and an elastic member 154. The drive motor 150 is coupled to the shaft pin 12 via a reduction mechanism 152. The housing 153 is sleeved onto the surface of the shaft pin 12 and fixed at one end 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.

[0048] Drive motor 150 is controlled by control unit 6 and is equipped with a first main shaft 151. First main shaft 151 is coupled to shaft pin 12 via a reduction mechanism 152. For example, reduction mechanism 152 is a reduction gearbox with a planetary gear set, with one side of shaft pin 12 meshing with the reduction gearbox. An elastic member 154 is fixedly connected between housing 153 of force simulator 15 and shaft pin 12. Elastic member 154 is a leaf spring, designed to simulate a rough pedal force-travel curve and provide a reset function. A groove is defined on the inner wall of housing 153 of force simulator 15, into which one side of the leaf spring is embedded. Correspondingly, a groove is also defined on the outer surface of shaft pin 12, with the other side of the leaf spring embedded in the surface of shaft pin 12. An electronically controlled clutch 155 is mounted on shaft pin 12. The outer ring of electronically controlled clutch 155 is connected to rotating wheel 17, while the inner ring is connected to shaft pin 12.

[0049] The electronically controlled clutch 155 has two states: one is the energized state of the electronically controlled clutch 155, in which 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, in which 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 has decreased or that part of the mechanism in the electronically controlled braking system has lost power (failed), 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 retaining ring 170 is provided on the rotating wheel 17, and the retaining ring 170 is used to connect to the cable 21 of the actuator 2.

[0050] The decoupled pedal structure 1 in this application can be used in autonomous vehicles. Specifically, it includes the following functions:

[0051] 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 the corresponding braking force.

[0052] Pedal feel simulation: When the driver steps on the pedal body 10, the displacement sensor transmits a 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 then determines the current target braking force based on the actual situation. When the control unit 6 receives a feedback request from the pedal body 10 (displacement information of the pedal beam 11), the drive motor 150 rotates, thereby outputting torque to the axle pin 12, thereby changing the magnitude of the feedback force from 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 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. When increasing the rotational resistance of the axle pin 12, the first main shaft 151 of the drive motor 150 is rotated in the opposite direction of the axle pin 12. When reducing the rotational resistance of the axle pin 12, the first main shaft 151 of the drive motor 150 is rotated in the same direction as the axle pin 12. Control unit 6 increases and decreases pedal resistance by controlling the output force of force simulator 15, thereby providing the driver with appropriate pedal feedback based on the actual braking force. Furthermore, when the braking force of the electronically controlled braking system increases, force simulator 15 increases the rotational resistance of axle pin 12; when the braking force of the electronically controlled braking system decreases, force simulator 15 decreases the rotational resistance of axle pin 12.

[0053] In addition, when the control unit 6 receives a brake assist request from the actuator 2, it drives the first motor 22 in the actuator 2 to pull the cable 21, thereby increasing the braking force. At this time, the rotating wheel 17 is not affected. When the control unit 6 receives a brake assist request from the force simulator 15, it controls the electronically controlled clutch 155 to be de-energized. The drive motor 150 in the force simulator 15 drives the rotating wheel 17 to rotate via the first main shaft 151 and the reduction mechanism 152, thereby applying the braking force through the cable 21. In the event of an emergency brake (such as a system power failure), other braking systems cannot operate normally. The electronically controlled clutch 155 is actively or passively de-energized. 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.

[0054] In the second aspect, an embodiment of the present application provides an electronically controlled 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.

[0055] 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. 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.

[0056] The actuator 2 includes a first motor 22, a first screw 26, a threaded sleeve 27, and a cable 21. The first screw 26 is connected to the first motor 22. The threaded sleeve 27 is sleeved on the outer circumferential 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 threaded sleeve 27, and the other end is connected to the pedal structure 1. The actuator 2 further includes a first gearbox 24, through which the first motor 22 is connected to the first screw 26.

[0057] The operating principle of the actuator 2 is as follows: a first motor 22 drives a second main shaft 23 mounted thereon, which is then decelerated and torque-increased by a first gearbox 24 before being transferred to a first output shaft 25 on the first gearbox 24. The first output shaft 25 is connected to a first screw 26, which is screwed onto a circumferentially restrained sleeve 27. Forward and reverse rotation of the first screw 26 moves the sleeve 27, thereby pulling or releasing the cable 21. Because the first screw 26 and sleeve 27 are self-locking threads, the sleeve 27 cannot be moved by the cable 21.

[0058] To make the cable 21 more stable during movement, the actuator 2 further includes a guide structure 20, inside which the cable 21 is inserted. The guide structure 20 includes a guide ring 200 and a balancer 201. The cable 21 is inserted into the guide ring 200 and the balancer 201. The guide ring 200 and the balancer 201 guide the cable 21, ensuring the balance of the cable 21 during movement.

[0059] Based on the above embodiment, in this embodiment, the electronically controlled braking system further includes: a brake disc 5, a first brake mechanism 3 and a second brake mechanism 4. The first brake mechanism 3 and the second brake mechanism 4 are arranged on the brake disc 5. 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 provided on the brake disc 5.

[0060] 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.

[0061] 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 44. The brake shoe 43 is connected to the actuator 2. The pin 40 is disposed on the mounting seat 46, and 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, and the connecting rod 44 is hinged to the brake shoe 43. The second brake mechanism 4 also includes a clearance adjustment device 42, which is connected to the brake shoe 43.

[0062] 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 along 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.

[0063] Among them, the connecting rod device 44 includes: a first connecting rod and a second connecting rod, 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, and the other end of the second connecting rod is connected to the other brake shoe 43.

[0064] Therefore, when the cable 21 drives the friction surface of the brake shoe 43 into contact with the brake drum 51, the return spring 41 extends, one end of the first connecting rod rises, and the other end drops. The dropped end pushes the second connecting rod to move, causing the friction surface of the other brake shoe 43 to contact 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 assembly 44 return to their original position. When the brake is released, the actuator 2 releases the brake shoe 43, and the return spring 41 drives the brake shoe 43 back to its original position.

[0065] When the first motor 22 drives the first screw 26 to rotate, it drives the screw sleeve 27 to move on the first screw 26, thereby driving the cable 21 to move. When the parking brake is applied, the cable 21 pulls the friction surface of the brake shoe 43 into contact with 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 back to its original position.

[0066] During service braking, the pedal body 10 is depressed, and the control unit 6 receives a service braking request. Upon receiving 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 is mounted on the brake disc 5. When the first brake mechanism 3 performs a braking operation, the motor in the electric brake caliper operates, applying braking force to the brake disc 5 as required.

[0067] During parking braking: Control unit 6 receives a parking brake request. Upon receiving the parking brake request, control unit 6 sends a control command to actuator 2. Actuator 2 tightens cable 21, driving connected brake shoe 43 against brake drum 51. This brake shoe 43, utilizing the fulcrum of connecting rod 44, drives another brake shoe 43 to also contact brake drum 51, thereby braking the vehicle and maintaining its current position, thus achieving parking braking. To release the brake, cable 21 is released, and the return spring 41 drives brake shoe 43 back to its original position.

[0068] The pedal structure 1 is located between the actuator 2 and the brake disc 5. Therefore, the cable 21 first passes through the buckle 170 on the rotating wheel 17 and then connects to the brake shoe 43.

[0069] During emergency braking: the electronically controlled clutch 155 loses power, the pedal body 10 is stepped on, and the rotating wheel 17 is rotated to perform emergency braking.

[0070] Braking degradation: When the braking ability of the wire control brake system decreases due to some reasons, such as the loss of power to the actuator 2, 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, and then drives the cable 21 to pull the brake shoe 43 for braking.

[0071] 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).

[0072] 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 and rotating the rotating wheel 17.

[0073] 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.

[0074] 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 control instructions. The actuator 2 is configured to apply or release braking force to the brake disc 5 through the first braking mechanism 3.

[0075] 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 .

[0076] When the actuator 2 is working, the caliper 30 is pulled by the cable 21 to apply braking force to the brake disc 5 .

[0077] 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.

[0078] Specifically, the drive device 45 is connected to the brake shoe 43 and is configured to drive the drive device 45 to control the brake shoe 43 to abut or release the brake drum 51 according to control instructions from the control unit 6. The drive device 45 includes a drive sleeve 454, a second screw 455, and a transmission mechanism. One end of the second screw 455 is threadedly connected to the interior of the drive sleeve 454 and the other end is connected to the brake shoe 43. The 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 455 drives the brake shoe 43 to abut or release the brake disc 5.

[0079] The transmission mechanism drives the drive sleeve 454 to rotate. When the drive sleeve 454 rotates forward, the second screw 455 is screwed out of the drive sleeve 454, thereby driving the brake shoe 43 to abut the brake drum 51. When the drive sleeve 454 rotates backward, the second screw 455 moves into the drive sleeve 454, thereby driving the brake shoe 43 to release the brake drum 51.

[0080] In which, 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 engaged with the first gear 452.

[0081] When the transmission mechanism performs a braking operation, it drives the second gear 453 via the second motor 450, which in turn directly drives the drive sleeve 454 via 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 layout more advantageous. When the brake is released, the transmission mechanism performs a brake release operation, driving the second gear 453 and the first gear 452 to rotate, thereby screwing the second screw 455 into the drive sleeve 454, and in turn driving the brake shoe 43 to separate from the brake drum 51, thereby releasing the brake. The transmission mechanism also includes a second gearbox, through which the second motor 450 is connected to the second gear 453. Therefore, the second motor 450 drives the third main shaft 451, which is then decelerated and torque-increased by the second gearbox and then transmitted to the second gear 453. The second gear 453 is connected to the first gear 452, which in turn drives the drive sleeve 454 to rotate.

[0082] During service braking, the pedal body 10 is depressed, and the control unit 6 receives a service braking request. Upon receiving 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 the braking operation, the second motor 450 operates, driving the drive sleeve 454 to rotate as required, thereby applying braking force to the brake disc 5 via the second screw 455 and the brake shoe 43.

[0083] During parking braking: Control unit 6 receives a parking brake request and sends a control command to actuator 2. When actuator 2 pulls cable 21, the piston inside caliper 30 presses against brake disc 5, achieving parking braking. Conversely, releasing cable 21 releases the brakes.

[0084] The pedal structure 1 is located between the actuator 2 and the brake disc 5. Therefore, the cable 21 first passes through the buckle 170 on the rotating wheel 17 and then is connected to the caliper 30.

[0085] During emergency braking: the electronically controlled clutch 155 loses power, the pedal body 10 is stepped on, and the rotating wheel 17 is rotated to perform emergency braking.

[0086] Braking degradation: When the braking capacity of the wire control brake system decreases 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, and then drives the cable 21 to make the caliper 30 apply braking force to the brake disc 5.

[0087] 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).

[0088] 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 and rotating the rotating wheel 17.

[0089] 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.

[0090] On the basis of the above embodiments, in this embodiment, the pedal structure 1 also 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 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 control unit 6 is also configured to obtain the 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 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.

[0091] In this embodiment, sensor 13 is configured as a displacement sensor. When the driver steps on pedal body 10, the displacement sensor transmits a displacement signal to control unit 6. Control unit 6 determines the driver's braking intention based on the displacement information of 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 control unit 6 receives a feedback request from pedal body 10 (displacement information of pedal beam 11), it drives motor 150 to rotate, thereby outputting torque to axle pin 12, thereby changing the magnitude of the feedback force of pedal body 10. 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, control unit 6 controls force simulator 15 to increase the rotational resistance of axle pin 12. When the current expected braking force is less than the current target braking force, control unit 6 controls force simulator 15 to reduce the rotational resistance of axle pin 12. When the rotational resistance of the axle pin 12 is increased, the first main shaft 151 of the drive motor 150 is rotated in the opposite direction of the axle pin 12. When the rotational resistance of the axle pin 12 is reduced, the first main shaft 151 of the drive motor 150 is rotated in the same direction as the axle pin 12. The control unit 6 increases and decreases the pedal resistance by controlling the output force of the force simulator 15, thereby providing the driver with appropriate pedal feedback based on the actual braking force. Furthermore, when the braking force of the electronically controlled braking system increases, the force simulator 15 increases the rotational resistance of the axle pin 12; when the braking force of the electronically controlled braking system decreases, the force simulator 15 decreases the rotational resistance of the axle pin 12.

[0092] In this application, the control unit 6 obtains the current target braking force from the vehicle data and then applies service braking or parking braking. At this point, it first determines whether the service brake mechanism is faulty. If the service brake mechanism is normal, braking is performed through the service brake mechanism. If the service brake mechanism is faulty, it determines whether the parking brake mechanism is faulty. If the parking brake mechanism is normal, auxiliary braking is performed through the actuator 2. If the parking brake mechanism is faulty, it determines 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 de-energize, connecting the electronically controlled clutch 155 to the rotating wheel 17. It 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 (de-energized), the electronically controlled clutch 155 is actively de-energized and connected to the rotating wheel 17. The driver then operates the pedal to pull the cable 21 for braking.

[0093] In a third aspect, an embodiment of the present application provides an automobile, which includes: an 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 automobile.

[0094] 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. 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.

[0095] In the description of this application, it should be noted that the terms "upper" and "lower" and the like 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 this application and simplifying the description, and do not indicate or imply 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 this application. Unless otherwise clearly 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 an indirect connection through an intermediate medium, or it can be internal communication between 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.

[0096] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any 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 comprising 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, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0097] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A pedal structure (1), characterized in that: It includes: 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).

2. 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).

3. 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).

4. 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.

5. An electronically controlled braking system, characterized in that: It includes: 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).

6. 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.

7. 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).

8. The electronically controlled braking system according to claim 6, wherein: 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).

9. 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).

10. The electronically controlled braking system according to claim 9, characterized in that: The second brake mechanism (4) further comprises: a clearance adjustment device (42), wherein the clearance adjustment device (42) is connected to the brake shoe (43).

11. The electronically controlled braking system according to claim 8, characterized in that: 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).

12. The electronically controlled braking system according to claim 6, wherein: 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).

13. The electronically controlled braking system according to claim 12, wherein: The first brake mechanism (3) comprises a caliper (30), wherein the caliper (30) is a cable-type brake caliper, and the caliper (30) is arranged on a brake disc (5) and connected to an actuator (2).

14. 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).

15. The electronically controlled braking system according to claim 14, characterized in that: The driving 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).

16. The electronically controlled braking system according to claim 15, characterized in that: 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).

17. 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).

18. The electronically controlled braking system according to claim 17, characterized in that: The actuator (2) further comprises: a first gearbox (24), and the first motor (22) is connected to the first screw rod (26) via the first gearbox (24).

19. The electronically controlled braking system according to claim 17, wherein: The actuator (2) further comprises a guide structure (20), and the pull cable (21) is arranged inside the guide structure (20).

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).

21. A car, characterized in that: It includes: An electronically controlled braking system as claimed in any one of claims 5 to 20.

Images