A brake pedal free travel adjusting device and an automobile

Abstract

The present invention provides a brake pedal free travel adjusting device and an automobile, relating to the technical field of automobiles. The brake pedal free travel adjusting device includes a brake frame, a pedal rocker arm, a transmission rocker arm and a clutch assembly. The transmission rocker arm is rotatably arranged on the brake frame and is used for connecting with a braking device. The pedal rocker arm is rotatably arranged on the brake frame. The clutch assembly is connected between the pedal rocker arm and the transmission rocker arm. The clutch assembly has a first working position and a second working position. When the clutch assembly is in the first working position, the pedal rocker arm has a first stroke of rotating relative to the transmission rocker arm. When the clutch assembly is in the second working position, the pedal rocker arm has a second stroke of rotating synchronously with the transmission rocker arm. Compared with the prior art, the brake pedal free travel adjusting device provided by the present invention can achieve energy recovery, and has a high energy recovery efficiency. At the same time, there is no need to additionally arrange a recovery device, and the energy recovery can be realized only through the improvement of the brake pedal, with low cost.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and more particularly, to a brake pedal free travel adjusting device and an automobile. Background Art

[0002] In the domestic automobile industry, energy recovery can be carried out during braking. Currently, there are two types of energy recovery schemes: a parallel energy recovery scheme and a series energy recovery scheme. Among them, in series energy recovery, during the entire deceleration process of the vehicle from high speed to stop, there can be a period of time when there is only regenerative braking (that is, during this time, all energy is used for energy recovery and there is no energy consumption due to brake friction), so it has gradually become the mainstream in the market.

[0003] The existing energy recovery schemes usually involve additional recovery devices, or have high improvement difficulty, high costs, and low energy recovery rates.

[0004] In view of this, it is particularly important to design and manufacture a new type of brake pedal free travel adjusting device that can adjust the free travel of the brake pedal, significantly reduce the energy recovery cost, and have a high energy recovery rate. Summary of the Invention

[0005] The purpose of the present invention is to provide a brake pedal free travel adjusting device that can adjust the free travel of the brake pedal, so that energy recovery operations can be carried out during the free travel stage, the energy recovery cost is significantly reduced, and the energy recovery rate is high.

[0006] Another purpose of the present invention is to provide an automobile with a small energy recovery cost, a small overall vehicle cost, and a high energy recovery rate.

[0007] The present invention is implemented by the following technical solutions.

[0008] In one aspect, the present invention provides a brake pedal free travel adjusting device, including a brake frame, a pedal rocker arm, a transmission rocker arm, and a clutch assembly. The transmission rocker arm is rotatably arranged on the brake frame and is used to connect to a braking device. The pedal rocker arm is rotatably arranged on the brake frame. The clutch assembly is connected between the pedal rocker arm and the transmission rocker arm. The clutch assembly has a first working position and a second working position. When the clutch assembly is in the first working position, the pedal rocker arm has a first stroke of relative rotation with respect to the transmission rocker arm. When the clutch assembly is in the second working position, the pedal rocker arm has a second stroke of synchronous rotation with the transmission rocker arm.

[0009] Further, the clutch assembly includes a first transmission member, a second transmission member, and a stroke execution member. The first transmission member is rotatably disposed on the pedal rocker arm, the second transmission member is disposed on the transmission rocker arm, the first transmission member and the second transmission member are in transmission connection, the stroke execution member is movably disposed on the brake bracket and has a first limit block and a second limit block, and the first transmission member selectively abuts against the first limit block or the second limit block to cause the pedal rocker arm to rotate the first stroke and / or the second stroke.

[0010] Further, a rotating shaft is disposed on the brake bracket, a first sleeve is disposed on the pedal rocker arm, and the first sleeve is rotatably sleeved on the rotating shaft to rotatably connect the pedal rocker arm to the rotating shaft; a second sleeve is disposed on the transmission rocker arm, the second sleeve is rotatably sleeved on the rotating shaft and is spaced from the first sleeve to rotatably connect the transmission rocker arm to the rotating shaft, and the second transmission member is disposed on the second sleeve.

[0011] Further, a first bushing is further disposed in the first sleeve, a second bushing is further disposed in the second sleeve, and a third bushing is further sleeved on the rotating shaft. The first bushing and the second bushing are both sleeved on the third bushing to enable the first sleeve and the second sleeve to rotate independently of each other.

[0012] Further, a resisting convex block is disposed on the circumferential side wall of the first transmission member, and the resisting convex block is used for abutting against the first limit block or the second limit block.

[0013] Further, the second transmission member is a gear, the first transmission member includes an integrally provided toothed portion and a toothless portion, the resisting convex block is disposed on the toothless portion, and the toothed portion meshes with the second transmission member.

[0014] Further, a simulation spring is further disposed between the pedal rocker arm and the first transmission member. A first mounting piece is disposed on the pedal rocker arm, a second mounting piece is disposed on the first transmission member, and two ends of the simulation spring are respectively connected to the first mounting piece and the second mounting piece. The simulation spring is used for stretching the first transmission member when the first transmission member rotates relative to the pedal rocker arm.

[0015] Further, a stroke control assembly is further disposed on the brake bracket. The stroke control assembly includes a stroke regulator and a transmission link. One end of the transmission link is connected to the stroke regulator, the other end of the transmission link is connected to the stroke execution member, and the stroke regulator drives the stroke execution member to move through the transmission link so that the first limit block or the second limit block abuts against the first transmission member.

[0016] Further, the brake pedal free - travel adjusting device further includes a travel sensor, which is arranged on the brake bracket and connected to the pedal rocker arm for collecting the travel information of the pedal rocker arm.

[0017] On the other hand, the present invention provides an automobile, including a brake pedal free - travel adjusting device. The brake pedal free - travel adjusting device includes a brake bracket, a pedal rocker arm, a transmission rocker arm and a clutch assembly. The transmission rocker arm is rotatably arranged on the brake bracket and is used for connecting to a braking device. The pedal rocker arm is rotatably arranged on the brake bracket. The clutch assembly is connected between the pedal rocker arm and the transmission rocker arm. The clutch assembly has a first working position and a second working position. When the clutch assembly is in the first working position, the pedal rocker arm has a first stroke of rotating relative to the transmission rocker arm. When the clutch assembly is in the second working position, the pedal rocker arm has a second stroke of rotating synchronously with the transmission rocker arm.

[0018] The present invention has the following beneficial effects:

[0019] A brake pedal free - travel adjusting device provided by the present invention, by separately arranging the pedal rocker arm and the transmission rocker arm and connecting them through a clutch assembly. When the clutch assembly is in the first working position, the pedal rocker arm has a first stroke of rotating relative to the transmission rocker arm. When the clutch assembly is in the second working position, the pedal rocker arm has a second stroke of rotating synchronously with the transmission rocker arm. By adjusting the working position of the clutch assembly, when the pedal rocker arm is in the first stroke, there is no power transmission between the pedal rocker arm and the transmission rocker arm, the transmission rocker arm does not move, so the braking device is not triggered and the hydraulic system does not build pressure. At this time, only the drive motor is providing feedback braking, so energy recovery and deceleration can be achieved. When the pedal rocker arm is in the second stroke, it rotates synchronously with the transmission rocker arm, triggering the braking device, the hydraulic system reduces pressure, and the basic braking force and the feedback braking force are superimposed to achieve vehicle deceleration. Compared with the prior art, the brake pedal free - travel adjusting device provided by the present invention can achieve energy recovery by setting the first stroke. At this time, the braking device does not participate in the braking process, the energy recovery efficiency is high, and there is no need to additionally set a recovery device. Energy recovery can be achieved only through the improvement of the brake pedal, with low cost. Description of the Drawings

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention, so they should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0021] Figure 1Schematic diagram of the brake pedal free travel adjusting device provided by the first embodiment of the present invention;

[0022] Figure 2 For Figure 1 Schematic diagram of the structure of the mid-travel sensor;

[0023] Figure 3 For Figure 2 Schematic diagram of the connection structure of the mid-travel sensor;

[0024] Figure 4 For Figure 1 Schematic diagram of the connection structure of the clutch assembly from the first perspective;

[0025] Figure 5 For Figure 1 Schematic diagram of the connection structure of the clutch assembly from the second perspective;

[0026] Figure 6 For Figure 1 Schematic diagram of the connection structure of the clutch assembly from the third perspective;

[0027] Figure 7 For Figure 6 Schematic diagram of the structure of the travel actuator in the first state;

[0028] Figure 8 For Figure 6 Schematic diagram of the structure of the travel actuator in the second state;

[0029] Figure 9 For Figure 1 Schematic diagram of the connection structure of the travel control assembly.

[0030] Icons: 100 - Brake pedal free travel adjusting device; 110 - Brake frame; 111 - Rotating shaft; 113 - Third bushing; 130 - Pedal rocker arm; 131 - First sleeve; 133 - First bushing; 135 - Gear shaft; 137 - Simulation spring; 1371 - First mounting piece; 1373 - Second mounting piece; 150 - Transmission rocker arm; 151 - Second sleeve; 153 - Second bushing; 170 - Clutch assembly; 171 - First transmission member; 1711 - Toothed portion; 1713 - Toothless portion; 1715 - Abutting convex block; 173 - Second transmission member; 175 - Travel actuator; 1751 - Push rod; 1753 - First limit block; 1755 - Second limit block; 180 - Travel control assembly; 181 - Travel regulator; 183 - Transmission connecting rod; 190 - Travel sensor; 191 - Support leg; 193 - Sensor rocker arm; 195 - Bracket. Detailed implementation manners

[0031] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. Components of the embodiments of the present invention usually described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0032] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the scope of protection of the present invention.

[0033] It should be noted that like reference numerals and letters denote like items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0034] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of the invention is customarily placed during use. It is only for the convenience of describing the present invention 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 thus should not be construed as a limitation of the present invention. In addition, the terms "first", "second", etc. are only used for descriptive distinction and should not be construed as indicating or implying relative importance.

[0035] In the description of the present invention, it should also be noted that unless otherwise clearly defined and limited, the terms "set", "connected", "installed", "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 directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] As disclosed in the background art, existing energy recovery systems usually have problems in terms of cost and energy recovery rate. Specifically, currently, series energy recovery solutions mainly fall into four categories: one is the ebooster-based solution, that is, replacing the traditional vehicle vacuum booster and brake pedal-driven brake master cylinder pressure building solution with an electric motor-driven brake master cylinder pressure building solution. This solution is costly and difficult to popularize. One is to achieve series energy recovery based on ESP. This solution has a low energy recovery rate and greatly reduces the service life of ESP. One is to additionally set up an accumulator or other energy storage methods to achieve series energy recovery. This solution is costly and has poor reliability. One is to control the switching between basic braking and electric motor braking through solenoid valves to achieve series energy recovery, which also has a relatively high cost and a low service life. The brake pedal dead travel adjusting device provided by the present invention can well balance the problems in terms of cost and efficiency, resulting in a low manufacturing cost and a high energy recovery rate.

[0037] The following will describe in detail some embodiments of the present invention with reference to the accompanying drawings. Without conflict, the features in the following embodiments can be combined with each other.

[0038] First Embodiment

[0039] Refer to Figure 1 , this embodiment provides a brake pedal dead travel adjusting device 100, which realizes energy recovery through the dead travel, and at the same time, the braking device does not participate in braking during the dead travel, resulting in a high energy recovery rate.

[0040] The brake pedal dead travel adjusting device 100 provided in this embodiment includes a brake frame 110, a pedal rocker arm 130, a transmission rocker arm 150, a clutch assembly 170, and a stroke sensor 190. The transmission rocker arm 150 is rotatably arranged on the brake frame 110 and is used to connect with the braking device. The pedal rocker arm 130 is rotatably arranged on the brake frame 110. The clutch assembly 170 is connected between the pedal rocker arm 130 and the transmission rocker arm 150. The clutch assembly 170 has a first working position and a second working position. When the clutch assembly 170 is in the first working position, the pedal rocker arm 130 has a first stroke of relative rotation with respect to the transmission rocker arm 150. When the clutch assembly 170 is in the second working position, the pedal rocker arm 130 has a second stroke of synchronous rotation with the transmission rocker arm 150. The stroke sensor 190 is arranged on the brake frame 110 and connected to the pedal rocker arm 130 for collecting the stroke information of the pedal rocker arm 130.

[0041] It should be noted that, in this embodiment, the brake frame 110 is arranged on the vehicle frame, and the travel sensor 190 is electrically connected to the microcontroller unit (MCU) of the vehicle, so as to transmit the travel information of the pedal rocker arm 130 to the MCU, and the MCU is used to control the drive motor to realize the braking feedback. A foot pedal is arranged at the end of the pedal rocker arm 130, and when the foot pedal is stepped on, the pedal rocker arm 130 can be driven to rotate, thereby triggering the braking process of the vehicle. Its installation position is the same as that of a conventional brake pedal. In addition, the braking device mentioned in this embodiment refers to a conventional braking device with a vacuum booster and a hydraulic system, and its specific structure and braking principle are not described in detail here.

[0042] In this embodiment, when the clutch assembly 170 is in the first working position, there is no power transmission between the pedal rocker arm 130 and the transmission rocker arm 150, and the pedal rocker arm 130 rotates relative to the transmission rocker arm 150 to rotate the first stroke. At this time, the pedal rocker arm 130 is in an empty stroke state, the transmission rocker arm 150 remains stationary, the braking device is not started, and the new hydraulic system is not pressurized. At this time, the whole vehicle performs feedback braking through the drive motor and collects energy at the same time. The energy collection principle is consistent with the existing energy collection principle and is not described in detail here. In the empty stroke stage, the braking device does not participate in braking, so that the energy recovery rate is high, and the empty stroke is achieved by setting the clutch assembly 170, which is low in cost.

[0043] See also Figure 2 and Figure 3 The travel sensor 190 has three legs 191, which are all welded to the brake frame 110. At the same time, the travel sensor 190 has a sensor rocker arm 193, which is transmission-connected to a bracket 195. The bracket 195 is welded to the pedal rocker arm 130. The bracket 195 is driven to move by the pedal rocker arm 130, and then the sensor rocker arm 193 is driven to move, thereby realizing the information transmission of the rotation stroke of the pedal rocker arm 130.

[0044] It should be noted that the stroke sensor 190 here plays the role of the rotation stroke of the mobile phone pedal rocker arm 130. In particular, when the driver steps on the pedal, the pedal rocker arm 130 rotates, and the stroke sensor 190 can obtain the braking information through the bracket 195 in the first time and transmit it to the MCU. The MCU controls the drive motor to feedback the braking. The specific structure and principle of the stroke sensor 190 can refer to the stroke sensor 190 in the prior art.

[0045] See also Figures 4 to 6, the clutch assembly 170 includes a first transmission member 171, a second transmission member 173, and a stroke actuator 175. The first transmission member 171 is rotatably disposed on the pedal rocker arm 130, the second transmission member 173 is disposed on the transmission rocker arm 150, the first transmission member 171 and the second transmission member 173 are in transmission connection, and the stroke actuator 175 is movably disposed on the brake bracket 110 and has a first limiting block 1753 and a second limiting block 1755. The first transmission member 171 is selectively corresponding to the first limiting block 1753 or the second limiting block 1755 to enable the pedal rocker arm 130 to rotate a first stroke and / or a second stroke. When the clutch assembly 170 is in the first working position, the first transmission member 171 corresponds to the first limiting block 1753, and when the clutch assembly 170 is in the second working position, the first transmission member 171 corresponds to the second limiting block 1755. It should be noted that the first transmission member 171 corresponding to the first limiting block 1753 or the second limiting block 1755 here means that the first limiting block 1753 or the second limiting block 1755 is located on the rotation path of the first transmission member 171, so that the first transmission member 171 can selectively abut against the first limiting block 1753 or the second limiting block 1755.

[0046] In this embodiment, the stroke actuator 175 is movably disposed on the brake bracket 110 and can move relative to the brake bracket 110, so that the first limiting block 1753 and the second limiting block 1755 respectively move to the stroke trajectory of the first transmission member 171 and abut against the first transmission member 171. Specifically, when the first limiting block 1753 moves to the stroke trajectory of the first transmission member 171, the pedal rocker arm 130 rotates a first stroke. At this time, the first transmission member 171 rotates relative to the pedal rocker arm 130. After the first stroke of the pedal rocker arm 130 ends, the first transmission member 171 abuts against the first limiting block 1753, so that the pedal rocker arm 130 and the first transmission member 171 can remain relatively fixed. The pedal rocker arm 130 rotates a second stroke, driving the transmission rocker arm 150 to rotate, so that the braking device participates in braking. When the second limiting block 1755 moves to the stroke trajectory of the first transmission member 171, the first transmission member 171 directly abuts against the second limiting block 1755, and the pedal rocker arm 130 directly rotates a second stroke, driving the transmission rocker arm 150 to rotate, so that the braking device directly participates in braking, and its braking process is the same as that of a conventional automobile.

[0047] In this embodiment, a rotating shaft 111 is provided on the brake frame 110, and a first sleeve 131 is provided on the pedal rocker arm 130. The first sleeve 131 is rotatably sleeved on the rotating shaft 111 so that the pedal rocker arm 130 is rotatably connected to the rotating shaft 111. A second sleeve 151 is provided on the transmission rocker arm 150. The second sleeve 151 is rotatably sleeved on the rotating shaft 111 and is spaced apart from the first sleeve 131 so that the transmission rocker arm 150 is rotatably connected to the rotating shaft 111. The second transmission member 173 is provided on the second sleeve 151.

[0048] Further, a first bushing 133 is further provided in the first sleeve 131, a second bushing 153 is further provided in the second sleeve 151, and a third bushing 113 is further sleeved on the rotating shaft 111. Both the first bushing 133 and the second bushing 153 are sleeved on the third bushing 113 so that the first sleeve 131 and the second sleeve 151 can rotate independently of each other.

[0049] It should be noted that the first sleeve 131 on the pedal rocker arm 130 and the pedal rocker arm 130 are welded together. When the pedal rocker arm 130 rotates, the first sleeve 131 also rotates accordingly. In order to prevent friction and abnormal noise between the sleeve and the rotating shaft 111, a sleeve bushing is designed. The second sleeve 151 and the transmission rocker arm 150 are also welded together, and the second transmission member 173 is assembled on the second sleeve 151, and the three can rotate together. Between the two sleeves, they are separated by the second bushing 153 to avoid mutual interference.

[0050] In this embodiment, a holding convex block 1715 is provided on the circumferential side wall of the first transmission member 171. The holding convex block 1715 is used to hold against the first limiting block 1753 or the second limiting block 1755. By providing the holding convex block 1715, the holding function with the first limiting block 1753 or the second limiting block 1755 can be realized, and relative rotation or synchronous rotation can be realized between the first transmission member 171 and the pedal rocker arm 130.

[0051] In this embodiment, the second transmission member 173 is a gear. The first transmission member 171 includes a toothed portion 1711 and a toothless portion 1713 that are integrally provided. The abutting convex block 1715 is provided on the toothless portion 1713, and the toothed portion 1711 meshes with the second transmission member 173. Specifically, a gear shaft 135 is welded to the pedal rocker arm 130. The first transmission member 171 is rotatably sleeved on the gear shaft 135 and can rotate freely relative to the gear shaft 135. When the pedal rocker arm 130 rotates relative to the rotating shaft 111 on the brake bracket 110, the first transmission member 171 also makes a revolution around the rotating shaft 111. When the first transmission member 171 corresponds to the first limiting block 1753, as the pedal rocker arm 130 rotates, the first transmission member 171 rotates both around its own axis and around the rotating shaft 111. After rotating by an angle α, the abutting convex block 1715 of the first transmission member 171 abuts against the first limiting block 1753, where α is determined by the stroke of the pedal rocker arm 130 corresponding to the vehicle deceleration of 0.3g, that is, when the pedal rocker arm 130 rotates the first stroke, the first transmission member 171 rotates by α. After the first stroke of the pedal rocker arm 130 ends and enters the second stroke, since the first transmission member 171 abuts against the first limiting block 1753, the first transmission member 171 and the pedal rocker arm 130 are kept relatively fixed, thereby driving the second transmission member 173 to rotate, and further driving the transmission swing arm to move. When the first transmission member 171 corresponds to the second limiting block 1755, the abutting convex block 1715 of the first transmission member 171 directly abuts against the second limiting block 1755, so that the first transmission member 171 and the pedal rocker arm 130 are kept relatively fixed, thereby driving the second transmission member 173 to rotate, and further driving the transmission swing arm to move. At this time, the pedal swing arm directly enters the second stroke and rotates synchronously with the transmission swing arm.

[0052] It should be noted that in this embodiment, the range of the toothed portion 1711 is greater than or equal to the meshing range corresponding to the rotation of the first transmission member 171 by α, so that the first transmission member 171 can mesh with the second transmission member 173 within the rotation range.

[0053] In this embodiment, a simulation spring 137 is further provided between the pedal rocker arm 130 and the first transmission member 171. A first mounting piece 1371 is provided on the pedal rocker arm 130, and a second mounting piece 1373 is provided on the first transmission member 171. Two ends of the simulation spring 137 are respectively connected to the first mounting piece 1371 and the second mounting piece 1373. The simulation spring 137 is used to stretch the first transmission member 171 when the first transmission member 171 rotates relative to the pedal rocker arm 130. The simulation spring 137 is used to simulate the foot feeling during the first stroke, so as to prevent the driver from feeling that the pedal force is very light when the first transmission member 171 rotates idly. The performance parameters of the spring depend on the requirements of the vehicle for the pedal feeling.

[0054] Refer to in combination Figure 7 andFigure 8 In this embodiment, the stroke actuator 175 includes a push rod 1751. One end of the push rod 1751 is movably arranged on the pedal rocker arm 130, and the other end is movably arranged on the brake frame 110 and can smoothly slide in the extending direction. A first limit block 1753 and a second limit block 1755 are arranged on the push rod 1751. Through the movement of the push rod 1751, either the first limit block 1753 or the second limit block 1755 corresponds to the first transmission member 171. Specifically, the first limit block 1753, the second limit block 1755 and the push rod 1751 are integrally arranged. The diameter of the first limit block 1753 is smaller than that of the second limit block 1755, and the diameter of the first limit block 1753 is the same as that of the push rod 1751. The second limit block 1755 is in a disc shape and is wound around the push rod 1751.

[0055] Referring to Figure 1 and Figure 9 also provided with a stroke control assembly 180 on the brake frame 110. The stroke control assembly 180 includes a stroke regulator 181 and a transmission link 183. One end of the transmission link 183 is connected to the stroke regulator 181, and the other end is connected to the stroke actuator 175. The stroke regulator 181 drives the stroke actuator 175 to move through the transmission link 183 so that the first limit block 1753 or the second limit block 1755 abuts against the first transmission member 171. Specifically, the transmission link 183 is connected to the push rod 1751. By driving the push rod 1751 to move, the first limit block 1753 or the second limit block 1755 corresponds to the first transmission member 171.

[0056] In this embodiment, a motor and a rocker arm are arranged in the stroke regulator 181. The rocker arm is in transmission connection with the motor and is connected to the transmission link 183. The stroke regulator 181 is electrically connected to the MCU. The sliding of the push rod 1751 is that the MCU issues an instruction to the stroke regulator 181. The motor in the stroke regulator 181 rotates the rocker arm, pulls the transmission link 183 to move, and finally drives the push rod 1751 of the stroke actuator 175 to move, realizing the position switching of the first limit block 1753 and the second limit block 1755.

[0057] In this embodiment, a limit mechanism is further arranged on the stroke regulator 181 to limit the position of the rocker arm. Specifically, when the first limit block 1753 corresponds to the first transmission member 171, the rocker arm is in position 1. When the second limit block 1755 corresponds to the first transmission member 171, the rocker arm is in position 2. The rocker arm can move to position 1 and position 2 respectively under the drive of the motor, and the limit mechanism uses a torsion spring to keep the rocker arm stationary at position 1 and position 2. For the specific structure, reference can be made to the existing door lock structure.

[0058] Of course, in other preferred embodiments of the present invention, the stroke adjuster 181 may also directly use a stepper motor to directly drive the transmission link 183 to move, thereby driving the push rod 1751 to move.

[0059] In summary, the brake pedal free travel adjusting device 100 provided in this embodiment creatively separates the pedal swing arm and the transmission swing arm, and realizes the power transmission through the transmission connection between the first transmission member 171 and the second transmission member 173. Its specific working principle is as follows: According to the instruction issued by the MCU, the stroke adjuster 181 drives the push rod 1751 to move through the transmission link 183, so that the first limit block 1753 or the second limit block 1755 corresponds to the first transmission member 171, and the first transmission member 171 is restricted to form different free travels. Specifically, when the MCU determines that energy recovery is required, when the driver steps on the foot pedal, as soon as the pedal swing arm rotates, the stroke adjuster 181 receives the instruction from the MCU and drives the push rod 1751 to move, so that the first limit block 1753 corresponds to the first transmission member 171. The first transmission member 171 needs to idle for an angle α and then abuts against the first limit block 1753, and the first transmission member 171 is restricted by the first limit block 1753. When the first transmission member 171 idles, the pedal swing arm rotates the first stroke, the transmission swing arm 150 does not rotate, the hydraulic system does not build pressure, and the basic brake has no braking force. Until the first transmission member 171 rotates through the angle α and abuts against the first limit block 1753 and is restricted from moving, the transmission swing arm 150 begins to rotate with the pedal swing arm 130, and the hydraulic system begins to build pressure. During the first stroke, the drive motor realizes braking feedback, thereby realizing energy recovery. Since the basic brake does not participate in braking, the energy recovery rate is high. When the MCU determines that energy recovery is not required, when the driver steps on the foot pedal, as soon as the pedal swing arm rotates, the stroke adjuster 181 receives the instruction from the MCU and drives the push rod 1751 to move, so that the second limit block 1755 corresponds to the first transmission member 171. The second limit block 1755 directly contacts the first transmission member 171 to restrict the rotation of the first transmission member 171. At this time, the transmission swing arm rotates with the pedal swing arm, and the free travel is 0, which is no different from a traditional vehicle.

[0060] Compared with the prior art, the brake pedal free travel adjusting device 100 provided in this embodiment adjusts the position of the push rod 1751 by using the stroke adjuster 181, so that the transmission swing arm starts to rotate synchronously with the pedal swing arm only after the pedal swing arm rotates the first stroke, enabling energy recovery during the first stroke and with a high energy recovery rate. By improving the structure of the brake pedal, efficient energy recovery can be achieved, greatly reducing the cost of energy recovery.

[0061] Second Embodiment

[0062] This embodiment provides a vehicle, including a vehicle frame and a brake pedal free - travel adjusting device 100. The basic structure, principle, technical effects generated by the brake pedal free - travel adjusting device 100 are the same as those of the first embodiment. For a brief description, for the parts not mentioned in this embodiment, reference may be made to the corresponding content in the first embodiment.

[0063] The brake pedal free - travel adjusting device 100 includes a brake bracket 110, a pedal rocker arm 130, a transmission rocker arm 150, and a clutch assembly 170. The transmission rocker arm 150 is rotatably arranged on the brake bracket 110 and is used to connect with the braking device. The pedal rocker arm 130 is rotatably arranged on the brake bracket 110. The clutch assembly 170 is connected between the pedal rocker arm 130 and the transmission rocker arm 150. The clutch assembly 170 has a first working position and a second working position. When the clutch assembly 170 is in the first working position, the pedal rocker arm 130 has a first stroke of relative rotation with respect to the transmission rocker arm 150. When the clutch assembly 170 is in the second working position, the pedal rocker arm 130 has a second stroke of synchronous rotation with the transmission rocker arm 150.

[0064] In this embodiment, the brake bracket 110 is arranged on the vehicle frame. The travel sensor 190 is electrically connected to the micro - control unit (MCU) of the vehicle, so as to transmit the travel information of the pedal rocker arm 130 to the MCU, and use the MCU to control the drive motor to achieve braking feedback. A foot pedal is arranged at the end of the pedal rocker arm 130. When the foot pedal is stepped on with the foot, it can drive the pedal rocker arm 130 to rotate, thereby triggering the braking process of the vehicle. Its installation position is the same as that of a conventional brake pedal. In addition, the braking device mentioned in this embodiment refers to a conventional braking device with a vacuum booster and a hydraulic system, and its specific structure and braking principle will not be described in detail here.

[0065] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A brake pedal free travel adjusting device, characterized in that, It includes a brake frame, a pedal rocker arm, a transmission rocker arm and a clutch assembly. The transmission rocker arm is rotatably arranged on the brake frame and is used to connect with a braking device. The pedal rocker arm is rotatably arranged on the brake frame. The clutch assembly is connected between the pedal rocker arm and the transmission rocker arm. The clutch assembly has a first working position and a second working position. When the clutch assembly is in the first working position, the pedal rocker arm has a first stroke of rotating relative to the transmission rocker arm. When the clutch assembly is in the second working position, the pedal rocker arm has a second stroke of rotating synchronously with the transmission rocker arm; The clutch assembly includes a first transmission member, a second transmission member and a stroke execution member. The first transmission member is rotatably arranged on the pedal rocker arm. The second transmission member is arranged on the transmission rocker arm. The first transmission member and the second transmission member are in transmission connection. The stroke execution member is movably arranged on the brake frame and has a first limit block and a second limit block. The first transmission member is selectively corresponding to the first limit block or the second limit block, so that the pedal rocker arm rotates the first stroke and / or the second stroke; A stroke control assembly is further arranged on the brake frame. The stroke control assembly includes a stroke regulator and a transmission connecting rod. The stroke regulator drives the stroke execution member to move through the transmission connecting rod, so that the first limit block or the second limit block abuts against the first transmission member; The brake pedal free travel adjusting device further includes a stroke sensor. The stroke sensor is arranged on the brake frame and is connected with the pedal rocker arm, and is used to collect the stroke information of the pedal rocker arm and transmit it to the MCU, and the MCU controls the drive motor to feedback braking.

2. The brake pedal free travel adjusting device according to claim 1, characterized in that, A rotating shaft is arranged on the brake frame. A first sleeve is arranged on the pedal rocker arm. The first sleeve is rotatably sleeved on the rotating shaft, so that the pedal rocker arm is rotatably connected with the rotating shaft. A second sleeve is arranged on the transmission rocker arm. The second sleeve is rotatably sleeved on the rotating shaft and is arranged at an interval from the first sleeve, so that the transmission rocker arm is rotatably connected with the rotating shaft. The second transmission member is arranged on the second sleeve.

3. The brake pedal free travel adjusting device according to claim 2, characterized in that, A first bushing is further arranged in the first sleeve. A second bushing is further arranged in the second sleeve. A third bushing is further sleeved on the rotating shaft. The first bushing and the second bushing are both sleeved on the third bushing, so that the first sleeve and the second sleeve can rotate independently of each other.

4. The brake pedal free travel adjusting device according to claim 1, characterized in that, A abutting convex block is arranged on the circumferential side wall of the first transmission member. The abutting convex block is used to abut against the first limit block or the second limit block.

5. The brake pedal free travel adjusting device according to claim 4, characterized in that, The second transmission member is a gear. The first transmission member includes an integrally arranged toothed part and a toothless part. The abutting convex block is arranged on the toothless part. The toothed part meshes with the second transmission member.

6. The brake pedal free travel adjusting device according to claim 1, wherein, A simulation spring is further disposed between the pedal rocker arm and the first transmission member. A first mounting piece is disposed on the pedal rocker arm, and a second mounting piece is disposed on the first transmission member. Two ends of the simulation spring are respectively connected to the first mounting piece and the second mounting piece. The simulation spring is used for stretching the first transmission member when the first transmission member rotates relative to the pedal rocker arm.

7. The brake pedal free travel adjusting device according to claim 1, wherein One end of the transmission connecting rod is connected to the stroke regulator, and the other end of the transmission connecting rod is connected to the stroke actuator.

8. A vehicle, characterized in that, It includes a brake pedal dead travel adjusting device according to any one of claims 1-7.

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