Electric braking capability improvement method based on brake pedal optimization

Abstract

The present invention provides a method for improving the electric braking capacity based on brake pedal optimization, including S1, determining the current braking intention: S2, executing the optimized single auxiliary braking process: S3, executing the optimized compound auxiliary braking process: S3.1, the whole vehicle domain controller coordinates and controls the operation of the electric braking system, the chassis domain controller controls the hydraulic braking system to increase the wheel cylinder pressure, and the chassis domain controller adjusts the brake idle stroke adjustment mechanism to the minimum deflection angle; S3.2, the electric braking system and the hydraulic braking system control the emergency braking of the whole vehicle. The brake idle stroke of the present invention can be freely adjusted according to the braking progress. When the electric braking force can meet the braking demand, the brake idle stroke is adjusted to the maximum, so that the electric braking can be fully utilized. When the electric braking does not meet the demand or emergency braking is required, the extrusion wheel rotates to shorten the brake idle stroke, so that the hydraulic braking force intervenes early, the electric braking capacity is stronger, the braking flexibility is higher, and at the same time it will not affect the braking safety of the whole vehicle.

Description

Technical Field

[0001] The invention relates to the technical field of electric vehicle braking, and in particular to a method for improving electric braking capability based on brake pedal optimization. Background Art

[0002] When the driver steps on the brake pedal, the pedal arm rotates around the pedal shaft and pushes the vacuum booster push rod. The brake pedal force is converted into brake master cylinder pressure through the vacuum booster, and the master cylinder pressure is further transmitted to the four-wheel cylinder through the brake oil pipe. The wheel cylinder pressure controls the brake disc to achieve hydraulic braking; for electric vehicles, during the braking process, when the vehicle domain controller determines that the energy recovery conditions are met, the wheels drive the drive motor to rotate. At this time, the motor becomes an AC generator and generates current. The motor controller rectifies the AC power into DC power to charge the power battery pack (brake regeneration energy), realizing brake energy recovery;

[0003] Since the brake pedal is in direct contact with the push rod, when the driver steps on the brake pedal, the push rod can be pressed down to allow the hydraulic braking force to intervene. In this way, during braking, the hydraulic braking force and the electric braking force synchronously assist the braking. The electric braking will be affected by the hydraulic braking, the electric braking force cannot be fully utilized, and the braking energy recovery is insufficient. Summary of the invention

[0004] In view of the deficiencies in the prior art, the present invention provides a method for improving electric braking capacity based on brake pedal optimization, which solves the problems mentioned in the background technology.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions:

[0006] The electric braking capacity improvement method based on brake pedal optimization comprises the following steps:

[0007] S1. Determine the current braking intention:

[0008] Determine whether the electric braking force meets the braking requirement;

[0009] If yes, then the electric brake alone can meet the braking force requirement and the system enters S2;

[0010] If not, the electric brake alone cannot meet the braking force requirement, and the process goes to S3;

[0011] S2, execute motor single braking:

[0012] S2.1, the vehicle domain controller coordinates and controls the operation of the electric brake system;

[0013] S2.2. The vehicle domain controller adjusts the brake idle travel adjustment mechanism to the maximum deflection angle, so that the pedal brake mechanism is adjusted to the maximum travel state; at this time, the brake idle travel adjustment mechanism does not contact the push rod of the vacuum booster;

[0014] S2.3, the electric brake system controls the vehicle's braking and deceleration;

[0015] S2.4, the chassis domain controller determines whether the pedaling depth of the brake mechanism increases;

[0016] If yes, the braking force required by the driver increases and the system enters S2.5;

[0017] No, the current braking force meets the driver's needs;

[0018] S2.5. The vehicle domain controller reduces the deflection angle of the brake idle travel adjustment mechanism in proportion to the change in the pedaling depth, so that the brake idle travel adjustment mechanism gradually approaches the push rod of the vacuum booster, thereby accelerating the hydraulic brake intervention speed;

[0019] S2.6, return to S1;

[0020] S3, executive motor-hydraulic compound brake:

[0021] S3.1. The vehicle domain controller coordinates and controls the operation of the electric brake system, the chassis domain controller controls the hydraulic brake system to increase the wheel cylinder pressure, and the vehicle domain controller adjusts the brake travel adjustment mechanism to the minimum deflection angle;

[0022] S3.2, the electric brake system and the hydraulic brake system control the braking of the entire vehicle.

[0023] Furthermore, the electric brake system includes a motor controller and a motor.

[0024] Furthermore, the hydraulic braking system includes a pedal braking mechanism and a vacuum booster. The input end of the vacuum booster is connected to a push rod, and the output end is connected to a hydraulic brake master cylinder. The output end of the hydraulic brake master cylinder is connected in parallel to an ABS system and a brake wheel cylinder. The brake wheel cylinder is assembled and connected to a brake disc, and the pedal braking mechanism cooperates with the push rod for braking.

[0025] Furthermore, the pedal brake mechanism includes a rotating crank, a brake pedal, and a receiving groove. A rotating sleeve is provided at the top of the rotating crank, a torsion spring is installed inside the rotating sleeve, a pedal is provided at the bottom end of the rotating crank, a receiving groove is opened at the top of the rotating crank, and a brake idle stroke adjustment mechanism is installed inside the receiving groove.

[0026] Furthermore, the brake idle stroke adjustment mechanism includes an extrusion wheel, an eccentric shaft, and an adjustment motor; the extrusion wheel is rotatably installed in the accommodating groove through the eccentric shaft, the eccentric shaft is set deviating from the center of the extrusion wheel, the outer end of the eccentric shaft is connected to the adjustment motor, the adjustment motor is fixedly connected to the rotating crank, the distance between the extrusion wheel and the push rod is the brake idle stroke, the extrusion wheel is used to resist the compression push rod, and the adjustment motor is electrically connected to the motor controller.

[0027] Furthermore, the hydraulic brake master cylinder is built with a master cylinder pressure sensor, the brake wheel cylinder is built with a wheel cylinder pressure sensor, the signal input end of the ABS system is connected to the ABS controller, and the signal output ends of the master cylinder pressure sensor and the wheel cylinder pressure sensor are connected to the ABS controller;

[0028] The signal output end of the ABS controller is connected to the chassis domain controller via CAN bus communication, the chassis domain controller is connected to the vehicle domain controller via CAN bus communication, and the signal output end of the vehicle domain controller is connected to the motor controller and the motor controller via CAN bus communication.

[0029] Furthermore, the brake pedal is connected to a pedal travel sensor, and the pedal travel sensor is connected to the chassis domain controller via CAN bus communication.

[0030] Furthermore, the specific process of determining whether the electric braking force meets the braking requirement is as follows: the chassis domain controller determines the vehicle's braking intention based on the master cylinder pressure sensor, the wheel speed sensor, and the pedal travel sensor and calculates the braking requirement resultant force; the vehicle domain controller determines whether the braking energy recovery conditions are met based on the vehicle's driving status information and the power battery's status information, and calculates the maximum electric braking force that can be provided based on the motor speed.

[0031] Furthermore, S3 also includes:

[0032] S3.3, chassis domain controller determines the electric brake force, hydraulic brake force according to the brake signal

[0033] Under the action of power synchronization, whether the driving wheels have a tendency to lock;

[0034] If yes, then under the synchronous action of electric braking force and hydraulic braking force, there is no tendency for the drive wheel to lock, and the electric braking system and hydraulic braking system keep working;

[0035] If not, the drive wheels have a tendency to lock, and the system goes to S3.4;

[0036] S3.4. The chassis domain controller coordinates with the vehicle domain controller to gradually withdraw the electric brake.

[0037] out, and judge whether the locking trend has been alleviated;

[0038] If yes, the locking is relieved and there is no need to activate ABS;

[0039] No, the locking has not been relieved and the ABS is activated.

[0040] Furthermore, in S2.5, the greater the change in the pedaling depth, the smaller the brake idle travel.

[0041] The present invention provides a method for improving electric braking capability based on brake pedal optimization. Compared with the prior art, it has the following beneficial effects:

[0042] 1. The present invention optimizes and shortens the push rod of the vacuum booster. After the push rod of the vacuum booster is shortened, when the extrusion wheel rotates, the brake idle stroke between the extrusion wheel and the push rod is also adjusted accordingly. Compared with the traditional braking mechanism, the brake idle stroke can be freely adjusted according to the braking progress. When the electric braking force can meet the braking demand, the brake idle stroke is adjusted to the maximum, so that the electric braking can be fully utilized. When the electric braking does not meet the demand or emergency braking is required, the extrusion wheel rotates to shorten the brake idle stroke, so that the hydraulic braking force intervenes early, the electric braking capacity is stronger, the braking flexibility is higher, and at the same time, it will not affect the braking safety of the whole vehicle;

[0043] 2. Add a torsion spring in the rotating sleeve of the rotating crank. When the extrusion wheel is not in contact with the push rod, the torsion spring can simulate the reverse thrust applied by the push rod, simulate the pedaling feeling, and avoid the pedaling discomfort caused by mechanical collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0045] Figure 1 A schematic diagram of a method for improving electric braking capability based on brake pedal optimization of the present invention is shown;

[0046] Figure 2 It shows a schematic structural diagram of the brake idle stroke adjustment mechanism of the present invention in a minimum brake idle stroke preparation state;

[0047] Figure 3 A schematic diagram of the structure of the brake pedal mechanism of the present invention is shown;

[0048] Figure 4 It shows a schematic structural diagram of the brake idle stroke adjustment mechanism of the present invention in a minimum brake idle stroke braking state;

[0049] Figure 5It shows a schematic structural diagram of the brake idle stroke adjustment mechanism of the present invention in a medium brake idle stroke preparation state;

[0050] Figure 6 It shows a schematic structural diagram of the brake idle stroke adjustment mechanism of the present invention in a minimum brake idle stroke braking state;

[0051] Figure 7 A schematic diagram of the hydraulic brake and electric brake architecture of the present invention is shown.

[0052] Numbers in the figure: 1. Pedal brake mechanism; 11. Rotating crank; 12. Rotating sleeve; 121. Torsion spring; 13. Brake pedal; 14. Receiving groove; 2. Brake idle stroke adjustment mechanism; 21. Eccentric wheel; 22. Rotating pin shaft; 23. Adjusting motor; 3. Vacuum booster; 31. Push rod; 4. Brake master cylinder; 5. Transmission oil pipe; 6. Brake wheel cylinder; 7. Brake disc. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention are clearly and completely described. Obviously, the described embodiments are 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 the present invention.

[0054] Embodiment 1

[0055] Combination Figure 1 As shown, the electric braking capacity improvement method based on brake pedal optimization provided by the present invention comprises the following steps:

[0056] S1. Determine the current braking intention:

[0057] Determine whether the electric braking force meets the braking requirement;

[0058] If yes, then the electric brake alone can meet the braking force requirement and the system enters S2;

[0059] If not, the electric brake alone cannot meet the braking force requirement, and the process goes to S3;

[0060] S2, execute motor single braking:

[0061] S2.1, the vehicle domain controller coordinates and controls the operation of the electric brake system;

[0062] S2.2. The vehicle domain controller adjusts the brake idle travel adjustment mechanism to the maximum deflection angle, so that the pedal brake mechanism is adjusted to the maximum travel state; at this time, the brake idle travel adjustment mechanism does not contact the push rod of the vacuum booster;

[0063] S2.3, the electric brake system controls the vehicle's braking and deceleration;

[0064] S2.4, the chassis domain controller determines whether the pedaling depth of the brake mechanism increases;

[0065] If yes, the braking force required by the driver increases and the system enters S2.5;

[0066] No, the current braking force meets the driver's needs;

[0067] S2.5. The vehicle domain controller reduces the deflection angle of the brake idle travel adjustment mechanism in proportion to the change in the pedaling depth, so that the brake idle travel adjustment mechanism gradually approaches the push rod of the vacuum booster, thereby accelerating the hydraulic brake intervention speed;

[0068] S2.6, return to S1;

[0069] S3, executive motor-hydraulic compound brake:

[0070] S3.1. The vehicle domain controller coordinates and controls the operation of the electric brake system, the chassis domain controller controls the hydraulic brake system to increase the wheel cylinder pressure, and the vehicle domain controller adjusts the brake travel adjustment mechanism to the minimum deflection angle;

[0071] S3.2, the electric brake system and the hydraulic brake system control the braking of the entire vehicle.

[0072] In this embodiment, the electric brake system includes a motor controller and a motor.

[0073] In this embodiment, the hydraulic braking system includes a pedal braking mechanism and a vacuum booster. The input end of the vacuum booster is connected to a push rod, and the output end is connected to a hydraulic brake master cylinder. The output end of the hydraulic brake master cylinder is connected in parallel with an ABS system and a brake wheel cylinder. The brake wheel cylinder is assembled and connected to a brake disc, and the pedal braking mechanism cooperates with the push rod for braking.

[0074] In this embodiment, S3 further includes:

[0075] S3.3, chassis domain controller determines the electric brake force, hydraulic brake force according to the brake signal

[0076] Under the action of power synchronization, whether the driving wheels have a tendency to lock;

[0077] If yes, then under the synchronous action of electric braking force and hydraulic braking force, there is no tendency for the drive wheel to lock, and the electric braking system and hydraulic braking system keep working;

[0078] If not, the drive wheels have a tendency to lock, and the system goes to S3.4;

[0079] S3.4. The chassis domain controller coordinates with the vehicle domain controller to gradually withdraw the electric brake.

[0080] out, and judge whether the locking trend has been alleviated;

[0081] If yes, the locking is relieved and there is no need to activate ABS;

[0082] No, the locking has not been relieved and the ABS is activated.

[0083] In this embodiment, in S2.5, the greater the change in the pedaling depth, the smaller the deflection angle of the brake idle stroke adjustment mechanism.

[0084] Embodiment 2

[0085] like Figure 7 As shown, based on the above embodiment, this embodiment further provides the following contents:

[0086] In this embodiment, the hydraulic brake master cylinder is built with a master cylinder pressure sensor, the brake wheel cylinder is built with a wheel cylinder pressure sensor, the signal input end of the ABS system is connected to the ABS controller, and the signal output ends of the master cylinder pressure sensor and the wheel cylinder pressure sensor are connected to the ABS controller;

[0087] The signal output end of the ABS controller is connected to the chassis domain controller via CAN bus communication, the chassis domain controller is connected to the vehicle domain controller via CAN bus communication, and the signal output end of the vehicle domain controller is connected to the motor controller and the motor controller via CAN bus communication.

[0088] In this embodiment, the brake pedal is connected to a pedal travel sensor, and the pedal travel sensor is connected to the chassis domain controller via CAN bus communication.

[0089] In this embodiment, the specific process of determining whether the electric braking force meets the braking requirement is as follows: the chassis domain controller determines the vehicle's braking intention based on the master cylinder pressure sensor, the wheel speed sensor, and the pedal travel sensor and calculates the braking requirement resultant force; the vehicle domain controller determines whether the braking energy recovery conditions are met based on the vehicle's driving status information and the power battery's status information, and calculates the maximum electric braking force that can be provided based on the motor speed.

[0090] Embodiment 3

[0091] like Figure 2-Figure 6 As shown, based on the above embodiment, this embodiment further provides the following contents:

[0092] In this embodiment, the pedal brake mechanism includes a rotating crank, a brake pedal, and a receiving groove. A rotating sleeve is provided at the top of the rotating crank, a torsion spring is installed inside the rotating sleeve, a pedal is provided at the bottom end of the rotating crank, and a receiving groove is opened at the top of the rotating crank, and a brake idle stroke adjustment mechanism is installed inside the receiving groove.

[0093] In this embodiment, the brake idle stroke adjustment mechanism includes an extrusion wheel, an eccentric shaft, and an adjustment motor; the extrusion wheel is rotatably installed in the accommodating groove through the eccentric shaft, the eccentric shaft is set offset from the center of the extrusion wheel, the outer end of the eccentric shaft is connected to the adjustment motor, the adjustment motor is fixedly connected to the rotating crank, the distance between the extrusion wheel and the push rod is the brake idle stroke, the extrusion wheel is used to resist the compression push rod, and the adjustment motor is electrically connected to the motor controller.

[0094] In the framework of the present invention:

[0095] The present invention optimizes and shortens the push rod of the vacuum booster. After the push rod of the vacuum booster is shortened, when the extrusion wheel rotates, the size of the brake idle stroke between the extrusion wheel and the push rod is also adjusted accordingly. Compared with the traditional braking mechanism, the brake idle stroke can be freely adjusted according to the braking progress. When the electric braking force can meet the braking demand, the brake idle stroke is adjusted to the maximum, so that the electric braking can be fully utilized. When the electric braking does not meet the demand or emergency braking is required, the extrusion wheel rotates to shorten the brake idle stroke, so that the hydraulic braking force intervenes early, the electric braking capacity is stronger, the braking flexibility is higher, and at the same time, it will not affect the braking safety of the whole vehicle;

[0096] A torsion spring is added to the rotating sleeve of the rotating crank. When the extrusion wheel is not in contact with the push rod, the torsion spring can simulate the reverse thrust applied by the push rod, simulate the pedaling feeling, and avoid the pedaling discomfort caused by mechanical collision.

[0097] The brake pedal mechanism of the present invention is adopted to achieve the best distribution relationship between motor braking and hydraulic braking, and optimize energy recovery by giving priority to motor braking.

[0098] The motor controller controls the rotation of the extrusion wheel in real time, so that the size of the idle stroke and the electric braking force change in a certain proportional relationship. When the electric braking force increases, the rotation of the extrusion wheel increases the idle stroke, and the hydraulic braking intervention is delayed accordingly. The system will give priority to starting the motor braking to achieve energy recovery. When the electric braking force decreases, the rotation of the extrusion wheel reduces the idle stroke, so that the hydraulic braking intervention is advanced and the motor braking time is reduced.

[0099] When the driver steps on the brake pedal, the vehicle domain controller determines the braking intention based on the pedal sensor and the closure of the brake switch, judges the motor force and energy recovery conditions based on the BMS, calculates the corresponding idle stroke size, and rotates the extrusion wheel to the corresponding position.

[0100] The electric braking force changes with the speed. At high speeds, the electric braking force becomes smaller, and the idle stroke can be reduced accordingly, so that the hydraulic pressure intervenes earlier to increase the braking force.

[0101] When the speed decreases, the electric braking force becomes larger, the idle stroke can be correspondingly increased, and the hydraulic braking is delayed to intervene, making full use of the motor braking. Under normal working conditions, the extrusion wheel is adjusted to make the idle stroke and the electric braking force in proportional relationship.

[0102] To ensure braking safety when the braking intensity is high or at the end of braking, the vehicle domain controller controls the rotation of the extrusion wheel to achieve the minimum idle stroke, so that the hydraulic brake can be involved as early as possible, providing dual braking protection of hydraulic braking and motor braking;

[0103] In the early stage of braking and when the braking demand is not urgent, the vehicle domain controller controls the rotation of the extrusion wheel according to the size of the motor force, gives priority to motor braking, converts braking energy into electrical energy and stores it in the power battery, fully recovering the braking energy.

[0104] For electric vehicles, during the braking process, when the vehicle domain controller determines that the energy recovery conditions are met, the wheels drive the drive motor to rotate. At this time, the motor becomes an AC generator and generates current. The motor controller rectifies the AC power into DC power to charge the power battery pack (braking regenerative energy), thereby realizing braking energy recovery.

[0105] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0106] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for improving electric braking capability based on brake pedal optimization, characterized in that: The electric braking capability improvement method comprises the following steps: S1. Determine the current braking intention: Determine whether the electric braking force meets the braking requirement; If yes, then the electric brake alone can meet the braking force requirement and the system enters S2; If not, the electric brake alone cannot meet the braking force requirement, and the process goes to S3; S2, execute motor single braking: S2.1, the vehicle domain controller coordinates and controls the operation of the electric brake system; S2.

2. The vehicle domain controller adjusts the brake idle travel adjustment mechanism to the maximum deflection angle, so that the pedal brake mechanism is adjusted to the maximum travel state; at this time, the brake idle travel adjustment mechanism does not contact the push rod of the vacuum booster; S2.3, the electric brake system controls the vehicle's braking and deceleration; S2.4: The chassis domain controller determines whether the pedaling depth of the brake mechanism increases; if so, the braking force required by the driver increases, and the process goes to S2.5; No, the current braking force meets the driver's needs; S2.

5. The vehicle domain controller reduces the deflection angle of the brake idle travel adjustment mechanism in proportion to the change in the pedaling depth, so that the brake idle travel adjustment mechanism gradually approaches the push rod of the vacuum booster, thereby accelerating the hydraulic brake intervention speed; S2.6, return to S1; S3, executive motor-hydraulic compound brake: S3.

1. The vehicle domain controller coordinates and controls the operation of the electric brake system, the chassis domain controller controls the hydraulic brake system to increase the wheel cylinder pressure, and the vehicle domain controller adjusts the brake travel adjustment mechanism to the minimum deflection angle; S3.2, the electric brake system and hydraulic brake system control the emergency braking of the vehicle; In S3, it also includes: S3.

3. The chassis domain controller determines whether the drive wheels have a tendency to lock under the synchronous action of the electric braking force and the hydraulic braking force according to the braking signal; If yes, then under the synchronous action of electric braking force and hydraulic braking force, there is no tendency for the drive wheel to lock, and the electric braking system and hydraulic braking system keep working; If not, the drive wheels have a tendency to lock, and the system goes to S3.4; S3.4, the chassis domain controller coordinates with the vehicle domain controller to gradually exit the electric brake and determine whether the locking trend has been alleviated; If yes, the locking is relieved and there is no need to activate ABS; No, the locking has not been relieved and the ABS is activated.

2. The method for improving electric braking capability based on brake pedal optimization according to claim 1, characterized in that: The electric brake system comprises a motor controller and a motor.

3. The method for improving electric braking capability based on brake pedal optimization according to claim 1, characterized in that: The hydraulic brake system includes a pedal brake mechanism and a vacuum booster. The input end of the vacuum booster is connected to a push rod, and the output end is connected to a hydraulic brake master cylinder. The output end of the hydraulic brake master cylinder is connected in parallel with an ABS system and a brake wheel cylinder. The brake wheel cylinder is assembled and connected to a brake disc. The pedal brake mechanism cooperates with the push rod for braking.

4. The method for improving electric braking capability based on brake pedal optimization according to claim 3, characterized in that: The pedal brake mechanism includes a rotating crank, a brake pedal, and a receiving groove. A rotating sleeve is provided at the top of the rotating crank, a torsion spring is installed inside the rotating sleeve, a pedal is provided at the bottom end of the rotating crank, a receiving groove is opened at the top of the rotating crank, and a brake idle stroke adjustment mechanism is installed inside the receiving groove.

5. The method for improving electric braking capability based on brake pedal optimization according to claim 4, characterized in that: The brake idle stroke adjustment mechanism includes an extrusion wheel, an eccentric shaft, and an adjustment motor; the extrusion wheel is rotatably installed in the accommodating groove through the eccentric shaft, the eccentric shaft is set to deviate from the center of the extrusion wheel, the outer end of the eccentric shaft is connected to the adjustment motor, the adjustment motor is fixedly connected to the rotating crank, the distance between the extrusion wheel and the push rod is the brake idle stroke, the extrusion wheel is used to resist the compression push rod, and the adjustment motor is electrically connected to the motor controller.

6. The method for improving electric braking capability based on brake pedal optimization according to claim 5, characterized in that: The hydraulic brake master cylinder is built with a master cylinder pressure sensor, the brake wheel cylinder is built with a wheel cylinder pressure sensor, the signal input end of the ABS system is connected to the ABS controller, and the signal output ends of the master cylinder pressure sensor and the wheel cylinder pressure sensor are connected to the ABS controller; The signal output end of the ABS controller is connected to the chassis domain controller via CAN bus communication, the chassis domain controller is connected to the vehicle domain controller via CAN bus communication, and the signal output end of the vehicle domain controller is connected to the motor controller and the motor controller via CAN bus communication.

7. The method for improving electric braking capability based on brake pedal optimization according to claim 6, characterized in that: The brake pedal is connected to a pedal travel sensor, and the pedal travel sensor is connected to the chassis domain controller via CAN bus communication.

8. The method for improving electric braking capability based on brake pedal optimization according to claim 7, characterized in that: The specific process of judging whether the electric braking force meets the braking requirement is as follows: the chassis domain controller determines the vehicle's braking intention and calculates the braking requirement force based on the master cylinder pressure sensor, the wheel speed sensor, and the pedal travel sensor; the vehicle domain controller judges whether the braking energy recovery conditions are met based on the vehicle's driving status information and the power battery's status information, and calculates the maximum electric braking force that can be provided based on the motor speed.

9. The method for improving electric braking capability based on brake pedal optimization according to claim 1, characterized in that: In S2.5, the greater the change in the pedaling depth, the smaller the brake idle travel.

Images