Automobile brake system adapting to pedal strength of brake pedal

Abstract

The invention discloses an automobile brake system adapting to the treading strength of a brake pedal. Belongs to the technical field of automobile braking and comprises a current adjusting mechanism, an automobile conventional electro-hydraulic braking system, an automobile basic braking system and an oil energy recovery device. The defects of a traditional vacuum boosting system are overcome, the braking system is simple in structure and convenient to control, the current adjusting mechanism can efficiently control the opening degree of a valve port of the linear electromagnetic valve no matter an automobile braking pedal is in the braking implementation or braking release working condition, and real-time accurate adjustment of oil pressure in a braking pipeline is achieved; in the automobile braking process, the pressure of each wheel cylinder is independently adjusted in real time, the ground adhesive force is fully utilized, and the automobile braking effect and the braking safety and stability are improved; composite spiral springs are arranged in the front cavity and the rear cavity of the brake master cylinder, a brake pedal arm return spring is supplemented, a pedal stroke simulator in a conventional electro-hydraulic brake system can be replaced, the pedal foot feeling effect is more obvious, and driving safety is better facilitated.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile braking, and relates to an automobile braking system adapting to the stepping intensity of a brake pedal. Background Art

[0002] In the existing technology, the automobile braking system, as a key technology to ensure driving safety, has undergone an evolution from mechanical braking to hydraulic and electronic braking. Early mechanical braking relied on manual operation, with slow response and limited power; the subsequent introduction of the hydraulic braking system improved the braking response speed and stability through hydraulic transmission. At present, electronically controlled braking systems have become the mainstream, using electronic components to achieve more precise and rapid braking control, and integrating kinetic energy recovery functions into new energy vehicle models to improve energy efficiency.

[0003] However, the automotive braking system still faces some existing defects. First, the manufacturing level and material selection directly affect the reliability of the braking system. Some vehicles have safety hazards due to substandard quality. Secondly, the complex braking system structure, such as the integration of anti-lock braking system (ABS) and electronic stability program (ESP), has improved performance, but also increased the difficulty and cost of maintenance. In addition, if the braking system is not relieved in time, such as the piston rod fails to retract quickly, it may cause safety hazards and affect driving safety.

[0004] In summary, although the automobile braking system has been continuously improving, it still needs to be continuously improved in terms of improving reliability, simplifying maintenance processes, and optimizing material selection to better ensure driving safety. Therefore, developing a new type of automobile braking system that can ensure high efficiency and stability under various working conditions is crucial to improving vehicle safety and driving experience. Summary of the invention

[0005] In view of the above problems, the present invention aims to provide an automobile braking system which is adaptable to the braking pedal stepping intensity.

[0006] The technical solution of the present invention is: the automobile braking system adapted to the braking pedal stepping intensity described in the present invention comprises a current regulating mechanism, a conventional automobile electro-hydraulic braking system, an automobile basic braking system and an oil energy recovery device.

[0007] The current regulating mechanism includes an on-board power supply, a rigid straight pipe, a balance spring, a connecting rod, a left connecting rod, a right connecting rod, a support rod, an electromagnetic coil, left and right movable iron cores, a pin shaft, a metal contact sheet, a sliding arm, a linear electromagnetic valve and a potentiometer;

[0008] The rigid straight pipe is fixedly connected to the top of the push rod through a support rod and is parallel to the push rod. Left and right movable iron cores are arranged in the rigid straight pipe. Both sides of the left and right movable iron cores are connected to the left and right inner walls of the rigid straight pipe through the first and second balance springs; a connecting rod is arranged in the middle of the left and right movable iron cores, and the first and second electromagnetic coils are arranged at both ends of the outer side of the rigid straight pipe. A pin is arranged on the push rod directly below the connecting rod, and the connecting rod is connected to the support rod through the pin. The support rod is made of insulating material, and through holes are arranged at the ends of the left and right connecting rods. The other ends of the left and right connecting rods are connected to the left and right movable iron cores through threads. A sliding groove is arranged in the rigid straight pipe below the connecting rod, and the support rod extends to the bottom of the pin. Second and third metal contact sheets are arranged on the left and right sides of the lower end of the support rod, and first and second sliding arms are arranged on the left and right sides of the support rod. The upper ends of the first and second sliding arms are fixedly connected to On the push rod and perpendicular to the push rod, a first metal contact sheet is arranged at a horizontal position between the right side of the middle of the first sliding arm and the second metal contact sheet at the lower end of the support rod, and a fourth metal contact sheet is arranged at a horizontal position between the left side of the middle of the second sliding arm and the third metal contact sheet at the lower end of the support rod, so that when the push rod moves to the left and right sides, the first and second or the third and fourth metal contact sheets are in contact, and the first and second potentiometers are arranged at positions close to the right side of the lower ends of the first and second sliding arms, and the first and second potentiometers are fixed as a whole and do not move with the push rod, and the upper part of the first and second potentiometers is kept horizontal with the lower end of the first and second sliding arms, so that the two can be effectively contacted, and a certain gap is maintained between the initial position of the sliding arm and the potentiometer to prevent the driver from braking by mistake; the left end of the first potentiometer and the right end of the second potentiometer are connected to the positive pole of the vehicle power supply, and the right end of the first potentiometer and the left end of the second potentiometer are connected to the insulating rubber sleeve;

[0009] The first and second electromagnetic coils, the left end of the first electromagnetic coil is connected to the third metal contact piece pin on the right side of the lower end of the support rod through a wire, and the right end is connected to the negative pole of the power supply; the left end of the second electromagnetic coil is connected to the negative pole of the power supply, and the right end is connected to the second metal contact piece pin on the left side of the lower end of the support rod through a wire; the second and third metal contact pieces at the lower end of the support rod are respectively connected to the positive ports of the second and first linear solenoid valves through wires, and the negative ports of the two linear solenoid valves are connected to the negative pole of the vehicle power supply.

[0010] Further, the conventional automobile electro-hydraulic brake system includes a brake pedal, a brake pedal arm, a brake switch, a push rod, a brake master cylinder, a motor, a hydraulic pump, an accumulator, a first linear solenoid valve, a second linear solenoid valve, a first two-position two-way solenoid valve, a second two-position two-way solenoid valve, a three-position three-way solenoid valve, a relief valve and a wheel brake cylinder;

[0011] The upper end of the brake pedal arm is connected to the vehicle frame via a rotating shaft, the brake switch is installed on the right side of the upper end of the brake pedal arm, the left end of the push rod is connected to the brake pedal arm via a pin shaft, the brake pedal is installed at the lower end of the brake pedal arm, the right end of the push rod is fixedly connected to the rear chamber piston of the brake master cylinder, the oil inlet of the hydraulic pump is connected to a fluid storage tank, the hydraulic pump is driven by a motor, the relief valve is connected in parallel between the oil inlet and the oil outlet of the hydraulic pump, when the oil pressure in the oil circuit of the hydraulic pump outlet exceeds the pressure value set by the relief valve, the high-pressure oil pumped out by the hydraulic pump flows back to the fluid storage tank through the relief valve; the oil circuit below the oil outlet of the hydraulic pump is arranged in sequence. a linear solenoid valve, an accumulator and a second two-position two-way solenoid valve, wherein the accumulator is responsible for providing pre-pressure to the oil circuit; an oil circuit is arranged in parallel between the oil inlet of the hydraulic pump and the oil outlet of the second two-position two-way solenoid valve, wherein the second linear solenoid valve and the first two-position two-way solenoid valve are arranged in sequence in the oil circuit, wherein the valve openings of the first and second linear solenoid valves change with the resistance value of the potentiometer connected to the circuit in the above-mentioned current regulating mechanism; the oil at the oil outlet of the second two-position two-way solenoid valve is divided into two paths, each of which is respectively connected to two three-position three-way solenoid valves, and the oil outlets of the four three-position three-way solenoid valves are respectively connected to the four wheel brake cylinders;

[0012] Specifically, when braking starts, the push rod drives the front and rear chamber pistons of the brake master cylinder to move right, the brake switch is closed, and the motor connected to the brake switch circuit is energized to work, driving the hydraulic pump to pump oil outward, and the second two-position two-way solenoid valve is energized and turned on, and the oil in the reservoir enters the wheel brake cylinder together with the high-pressure oil in the accumulator through the first linear solenoid valve, and the valve opening of the first linear solenoid valve depends on the resistance value of the second potentiometer connected to the circuit, and then depends on the displacement of the brake pedal, and the oil circuit below the accumulator is divided into two routes, which supply oil to the left front and right rear wheel brake cylinders and the right front and left rear wheel brake cylinders respectively; the pressure of the wheel brake cylinder is precisely regulated by the three-position three-way solenoid valve connected to it.

[0013] Furthermore, the vehicle basic brake system includes a brake pedal, a brake pedal arm, a brake master cylinder, a fluid reservoir, a three-position three-way solenoid valve and a wheel brake cylinder;

[0014] The upper end of the brake pedal arm is connected to the vehicle frame via a rotating shaft, the left end of the push rod is connected to the brake pedal arm via a pin shaft, the brake pedal is installed at the lower end of the brake pedal arm, and a brake pedal arm return spring is installed on the right side of the brake pedal arm;

[0015] The push rod is fixedly connected to the rear chamber piston of the brake master cylinder. The brake master cylinder is a split structure. The right side of the brake master cylinder body is hollowed out. Cylindrical spring seats are installed on both sides of the middle part of the front chamber piston in the cylinder, on the right side of the rear chamber piston and in the middle of the inner wall of the right end cover of the brake master cylinder. The right end cover of the brake master cylinder is fixedly connected to the right end housing of the brake master cylinder by bolts and sealing rings. Composite coil springs are arranged in the front and rear chambers of the brake master cylinder respectively. The composite coil spring is composed of two coil springs with different diameters and is used to replace the pedal foot feel simulation mechanism. Among them, the left and right ends of the small-diameter coil spring are loosely sleeved on the cylindrical spring seats on both sides of the front and rear chambers. The diameter of the left end of the large-diameter coil spring is slightly smaller than the inner diameter of the leather cup at the cylinder wall of the front and rear chambers of the brake master cylinder, and the diameter of the remaining parts is slightly smaller than the diameter of the inner wall of the brake master cylinder. Two oil holes are arranged on the upper part of the brake master cylinder near the initial positions of the front and rear chamber pistons, which are connected to the liquid storage tank through oil pipes. Two oil outlet holes are arranged at the bottom of the brake master cylinder away from the initial positions of the front and rear chamber pistons for supplying oil to the wheel brake cylinder.

[0016] The oil energy recovery device includes a three-position three-way solenoid valve, a one-way valve, a hydraulic motor and a generator;

[0017] A one-way valve is installed at the oil return port of each three-position three-way valve, and the oil outlets of the four one-way valves are connected to the hydraulic motor inlet oil circuit, and the hydraulic motor outlet oil circuit is connected to the liquid storage tank; the output shaft of the hydraulic motor is connected to the input shaft of the generator, and the electricity generated by the generator is transmitted to the backup power supply;

[0018] The device is responsible for accurately regulating the wheel brake cylinder pressure. The return ports of the four three-way three-way valves are connected to four one-way valves respectively. When the vehicle is in the process of braking or releasing the brake and the brake pedal position remains unchanged, the high-pressure oil discharged during the pressure regulation of the wheel brake cylinder by the three-way three-way solenoid valve enters the hydraulic motor through the one-way valve, and the hydraulic motor drives the generator to generate electricity and transmit the electric energy to the vehicle-mounted backup power supply. The oil at the outlet of the hydraulic motor flows back to the storage tank.

[0019] The beneficial effects of the present invention are as follows: the present invention can change the resistance of the potentiometer connected to the circuit by driving the sliding arm to move according to the intensity of the driver's pressing of the brake pedal, thereby reducing the driver's operating intensity; the switching state of the linear solenoid valve and the valve opening are controlled according to the conductivity of the metal contact piece to achieve rapid braking and rapid decompression, and the use of linear solenoid valves is beneficial to improving the braking effect of the vehicle and improving the driving safety of the vehicle; at the same time, composite coil springs are arranged in the front and rear chambers of the brake master cylinder to replace the pedal feel simulator, which is beneficial to reducing the size of the device and improving the integration effect of the device; secondly, after the high-pressure oil in the wheel brake cylinder is discharged through the three-position three-way solenoid valve, the hydraulic motor drives the generator to generate electricity through the one-way valve and stores the electrical energy in the vehicle's backup power supply, which can effectively realize brake oil energy recovery and improve the reliability of the vehicle's operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0021] Figure 2 It is a circuit schematic diagram of the present invention;

[0022] In the figure, 1, frame; 2, rotating shaft; 3, brake pedal arm; 4, pin shaft; 5, brake pedal; 6, brake pedal arm return spring; 7, push rod; 8, support rod; 9, pin shaft; 10, first metal contact sheet; 11, second metal contact sheet; 12, first sliding arm; 13, third metal contact sheet; 14, fourth metal contact sheet; 15, first potentiometer; 16, second sliding arm; 17, insulating rubber sleeve; 18, second potentiometer; 19, brake master cylinder; 20, three-position three-way solenoid valve; 21, one-way valve; 22, hydraulic motor; 23, first two-position two-way solenoid valve; 24, accumulator; 25, first linear solenoid valve; 26, second linear solenoid valve; 27, hydraulic pump; 28, motor; 29, overflow valve; 30, right end cover of brake master cylinder; 31, cylindrical spring seat; 32, sealing ring gasket; 33, front chamber piston of brake master cylinder; 34, composite coil spring; 35, rear chamber piston of brake master cylinder; 36, fluid reservoir; 37, second balance spring; 38, second electromagnetic coil; 39, right connecting rod; 40, connecting rod; 41, left connecting rod; 42, left and right movable iron cores; 43, first electromagnetic coil; 44, first balance spring; 45, rigid straight pipe; 46, brake switch; 47, generator; 48, support rod; 49, second two-position two-way solenoid valve. DETAILED DESCRIPTION

[0023] The specific technical scheme of the present invention is further described in detail below with reference to specific examples.

[0024] As shown in the figure, the automobile braking system adapted to the braking pedal stepping intensity described in the present invention includes a current regulating mechanism, a conventional automobile electro-hydraulic braking system, an automobile basic braking system and an oil energy recovery device.

[0025] The current regulating mechanism includes an on-board power supply, a rigid straight pipe 45, a first balance spring 44, a second balance spring 37, a connecting rod 40, a support rod 8, a left connecting rod 41, a right connecting rod 39, a first electromagnetic coil 43, a second electromagnetic coil 38, left and right movable iron cores 42, a pin 9, a first metal contact piece 10, a second metal contact piece 11, a third metal contact piece 13, a fourth metal contact piece 14, a first sliding arm 12, a second sliding arm 16, a first linear solenoid valve 25, a second linear solenoid valve 26, a first potentiometer 15 and a second potentiometer 18;

[0026] The rigid straight pipe 45 is fixedly connected above the push rod 7 through a support rod 48 and is parallel to the push rod 7. Left and right movable iron cores 42 are arranged in the rigid straight pipe 45. The two sides of the left and right movable iron cores 42 are connected to the left and right inner walls of the rigid straight pipe 45 through a first balance spring 44 and a second balance spring 37. A connecting rod 40 is arranged in the middle of the left and right movable iron cores 42, and a first electromagnetic coil 43 and a second electromagnetic coil 38 are arranged on the outer side of the rigid straight pipe 45. A pin shaft 9 is arranged on the push rod 7 just below the connecting rod 40. The connecting rod 40 is connected to the support rod 8 through the pin shaft. The support rod 8 is made of insulating material, and through holes are provided at the ends of the left connecting rod 41 and the right connecting rod 39. The other ends of the left and right connecting rods 41 and 39 are connected to the left and right sides of the movable iron core 42 through threads. The rigid straight pipe 45 located below the connecting rod 40 has a slide groove. The support rod 8 extends to the bottom of the pin shaft 9. The second metal contact sheet 11 and the third metal contact sheet 13 are arranged on the left and right sides of the lower end of the support rod 8. The first sliding arm 12 and the second sliding arm 16 are arranged on the left and right sides of the support rod 8. The upper ends of the first sliding arm 12 and the second sliding arm 16 are fixed. Connected to the push rod 7 and perpendicular to the push rod 7, a first metal contact sheet 10 is arranged at the right side of the middle of the first sliding arm 12 and the horizontal position of the second metal contact sheet 11 at the lower end of the support rod 8, and a fourth metal contact sheet 14 is arranged at the left side of the middle of the second sliding arm 16 and the horizontal position of the third metal contact sheet 13 at the lower end of the support rod 8, so that when the push rod 7 moves to the left and right sides, the first metal contact sheet 10, the second metal contact sheet 11 or the third metal contact sheet 13, the fourth metal contact sheet 14 can achieve contact; a first potentiometer 15 is arranged at a position close to the right side of the lower end of the first sliding arm 12 and the second sliding arm 16. , the second potentiometer 18, the first potentiometer 15 and the second potentiometer 18 are fixed as a whole and do not move with the push rod 7, and the upper part is kept horizontal with the lower end of the first sliding arm 12 and the second sliding arm 16 so that the two can effectively contact, and the initial position of the first sliding arm 12 and the second sliding arm 16 maintains a certain gap with the first potentiometer 15 and the second potentiometer 18 to prevent the driver from braking by mistake; the left end of the first potentiometer 15 and the right end of the second potentiometer 18 are connected to the positive pole of the vehicle power supply, and the right end of the first potentiometer 15 and the left end of the second potentiometer 18 are connected to the insulating rubber sleeve 17;

[0027] The left end of the first electromagnetic coil 43 is connected to the pin of the third metal contact piece 13 on the right side of the lower end of the support rod 8 through a wire, and the right end is connected to the negative pole of the power supply. The left end of the second electromagnetic coil 38 is connected to the negative pole of the power supply, and the right end is connected to the pin of the second metal contact piece 11 on the left side of the lower end of the support rod 8 through a wire; the second and third metal contact pieces 11 and 13 at the lower end of the support rod 8 are respectively connected to the positive ports of the second and first linear solenoid valves 26 and 25 through wires, and the negative ports of the first and second linear solenoid valves 25 and 26 are connected to the negative pole of the vehicle power supply.

[0028] The conventional automobile electro-hydraulic brake system comprises a brake pedal 5, a brake pedal arm 3, a brake switch 46, a push rod 7, a brake master cylinder 19, a motor 28, a hydraulic pump 27, an accumulator 24, a first linear solenoid valve 25, a second linear solenoid valve 26, a first two-position two-way solenoid valve 23, a second two-position two-way solenoid valve 49, a three-position three-way solenoid valve 21, a relief valve 29 and a wheel brake cylinder;

[0029] The oil inlet of the hydraulic pump 27 is connected to the liquid storage tank 36, and the overflow valve 29 is installed at the oil inlet and outlet of the hydraulic pump 27. When the oil pressure in the oil circuit of the oil outlet of the hydraulic pump 27 exceeds the pressure value set by the overflow valve 29, the high-pressure oil pumped out by the hydraulic pump 27 flows back to the liquid storage tank 36 through the overflow valve 29; the first linear solenoid valve 25 is arranged in the oil circuit below the hydraulic pump 27, and the accumulator 24 is arranged in the oil circuit below the first linear solenoid valve 25, which is responsible for providing pre-pressure to the oil circuit; the second two-position two-way solenoid valve 49 is arranged in the oil circuit below the accumulator 24, and an oil circuit is arranged in parallel between the oil inlet of the hydraulic pump 27 and the oil outlet of the second two-position two-way solenoid valve 49, and the second linear solenoid valve 26 and the first two-position two-way solenoid valve 23 are arranged in sequence in the oil circuit.

[0030] When braking starts, the push rod 7 drives the front chamber piston 33 and the rear chamber piston 35 of the brake master cylinder to move right, the brake switch 46 is closed, and the motor connected to the brake switch 46 circuit is energized to work, driving the hydraulic pump 27 to pump oil outward, and the second two-position two-way solenoid valve 49 is energized and turned on, and the oil in the reservoir 36 enters the wheel brake cylinder together with the high-pressure oil in the accumulator 24 through the first linear solenoid valve 25. The valve opening of the first linear solenoid valve 25 depends on the resistance value of the second potentiometer 18 connected to the circuit, and then depends on the displacement of the brake pedal 5. When the displacement of the brake pedal 5 increases, the resistance value of the second potentiometer 18 connected to the circuit becomes smaller, and the second linear solenoid valve 25 is opened. The coil current of a linear solenoid valve 25 increases, the valve opening increases, the oil entering the wheel brake cylinder through the three-position three-way solenoid valve 20 increases, and the braking effect is enhanced; when the displacement of the brake pedal 5 decreases, the resistance of the first potentiometer 15 connected to the circuit decreases, the coil current of the second linear solenoid valve 26 increases, the valve opening increases, the oil entering the wheel brake cylinder through the three-position three-way solenoid valve 20 decreases, and the braking effect decreases; the oil circuit below the accumulator 24 is divided into two circuits, which supply oil to the left front and right rear wheel brake cylinders and the right front and left rear wheel brake cylinders respectively; the pressure of the wheel brake cylinder is accurately adjusted by the three-position three-way solenoid valve 20 connected thereto.

[0031] The vehicle basic brake system comprises a brake pedal 5, a brake pedal arm 3, a brake master cylinder 19, a push rod 7 and a fluid storage tank 36, a three-position three-way solenoid valve 20 and a wheel brake wheel cylinder;

[0032] The upper end of the brake pedal arm 3 is connected to the vehicle frame 1 via the rotating shaft 2, the left end of the push rod 7 is connected to the brake pedal arm 3 via the pin shaft 4, the brake pedal 5 is installed at the lower end of the brake pedal arm 3, and a brake pedal arm return spring 6 is installed on the right side of the brake pedal arm 3;

[0033] The push rod 7 extends into the brake master cylinder 19 and is fixedly connected to the middle of the rear chamber piston 35 of the brake master cylinder. The brake master cylinder 19 is a split structure. The right side of the cylinder body of the brake master cylinder 19 is hollowed out. The cylindrical spring seat 31 is installed on both sides of the middle of the front chamber piston 33 in the cylinder, the right side of the rear chamber piston 35 and the middle of the inner wall of the right end cover 30 of the brake master cylinder. The right end cover 30 of the brake master cylinder is fixedly connected to the right end housing of the brake master cylinder 19 by bolts and a sealing ring gasket 32. Composite coil springs 34 are respectively installed in the front and rear chambers of the brake master cylinder 19. The composite coil spring 34 consists of two coil springs with different diameters, which are used to replace A replacement pedal feel simulation mechanism, wherein left and right ends of a small-diameter coil spring are loosely mounted on cylindrical spring seats 31 on both sides of the left and right chambers, a diameter of a left end of a large-diameter coil spring is slightly smaller than an inner diameter of a leather cup at the cylinder walls of the front and rear chambers of the brake master cylinder 19, and a diameter of the remaining parts is slightly smaller than a diameter of an inner wall of the brake master cylinder 19, two oil holes are provided at the upper portion of the brake master cylinder 19 near the initial positions of the front chamber piston 33 and the rear chamber piston 35, which are connected to a fluid reservoir 36 through oil pipes, and two oil outlet holes are provided at the lower portion of the brake master cylinder 19 away from the initial positions of the front chamber piston 33 and the rear chamber piston 35 for supplying oil to the wheel brake cylinders.

[0034] The oil energy recovery device includes a three-position three-way solenoid valve 20, a one-way valve 21, a hydraulic motor 22 and a generator 47;

[0035] The oil return ports of the four three-position three-way valves 20 responsible for accurately adjusting the wheel brake cylinder pressure are respectively connected to four one-way valves 21. When the vehicle is in the process of braking or releasing the brake and the position of the brake pedal 5 remains unchanged, the high-pressure oil discharged during the pressure adjustment of the wheel brake cylinder by the three-position three-way solenoid valve 20 enters the hydraulic motor 22 through the one-way valve 21, and the hydraulic motor 22 drives the generator 47 to generate electricity and transmit the electric energy to the vehicle-mounted backup power supply. The oil at the outlet of the hydraulic motor 22 flows back to the liquid storage tank 36.

[0036] Working principle of the present invention:

[0037] When the car is running normally and does not need to brake, under the action of the brake pedal arm return spring 6 and the composite coil springs 34 of the front and rear chambers of the brake master cylinder, the brake pedal 5 is in the initial position, the lower end of the first sliding arm 12 and the lower end of the second sliding arm 16 have a certain gap with the first potentiometer 15 and the second potentiometer 18, the support rod 8 is perpendicular to the push rod 7 through the pin 9 and is in the initial position, the front chamber piston 33 of the brake master cylinder and the rear chamber piston 35 of the brake master cylinder are in the initial position in the housing of the brake master cylinder 19; the first metal contact sheet 10, the second metal contact sheet 11 are not in contact with the third metal contact sheet 13 and the fourth metal contact sheet 14; the brake switch 4 6 is turned off, the motor 28 and the hydraulic pump 27 do not work, the first linear solenoid valve 25, the second linear solenoid valve 26, the first two-position two-way solenoid valve 23 and the second two-position two-way solenoid valve are all not energized; the brake fluid pressure in the vehicle brake wheel cylinder is zero, and the wheel does not generate braking force; the first linear solenoid valve 25 and the second linear solenoid valve 26 are normally closed valves; the pressure of each wheel brake cylinder is independently regulated by the three-position three-way solenoid valve 20, and the high-pressure oil discharged during the pressure regulation of the wheel brake cylinder by the three-position three-way solenoid valve 20 enters the hydraulic motor 22 through the one-way valve 21, and the hydraulic motor 22 drives the generator 47 to generate electricity and transmit the electric energy to the vehicle-mounted backup power supply. The oil at the outlet of the hydraulic motor 22 flows back to the liquid storage tank 36.

[0038] When the car needs to brake during driving, the driver steps on the brake pedal 5, the brake switch 46 is closed, the motor 28 connected to the brake switch 46 circuit is powered on, driving the hydraulic pump 27 to pump oil outward, the second two-position two-way solenoid valve 49 is powered on, and the oil enters the wheel brake cylinder together with the high-pressure oil in the accumulator 24 through the first linear solenoid valve 25; during the driver's stepping on the brake pedal, the brake pedal 5 overcomes the elastic force of the brake pedal arm return spring 6 and drives the brake pedal arm 3 to rotate around the rotating shaft 2, pushing the push rod 7 to move to the right, and the front chamber piston 33 of the brake master cylinder and the rear chamber piston 35 of the brake master cylinder are separated. The oil filling hole above the brake master cylinder 19 is closed, and the oil in the brake master cylinder 19 is transmitted to the wheel brake cylinder through the oil outlet hole below; during the rightward movement of the push rod 7, the first sliding arm 12 and the second sliding arm 16 arranged thereon are driven to move rightward. Since the position of the push rod 7 relative to the first potentiometer 15 and the second potentiometer 18 changes, the first sliding arm 12 and the second sliding arm 16 contact the first potentiometer 15 and the second potentiometer 18 during the rightward movement. Due to the inertia of the push rod 7 during the movement of the push rod 7, the support rod 8 arranged perpendicular to the push rod 7 moves rightward to contact the second sliding arm 13 at its lower end during the rightward movement of the push rod 7. The fourth metal contact piece 14 on the left side of the middle of the arm 16 is in contact, and the lead wire connected to the pin of the third metal contact piece 13 is connected to the positive terminal on the left side of the first electromagnetic coil 43. Since the right terminal of the first electromagnetic coil 43 is connected to the negative terminal of the power supply, the first electromagnetic coil 43 is energized to generate electromagnetic force, which attracts the left movable iron core 42 in the rigid straight pipe 45 to the left. At the same time, the lead wire connected to the pin of the third metal contact piece 13 is connected to the positive terminal of the first linear electromagnetic valve 25, and the negative terminal of the first linear electromagnetic valve 25 is connected to the negative terminal of the power supply. Since the third and fourth metal contact pieces 13 and 14 keep in contact at this time, the first linear The solenoid valve 25 is energized to work, the second linear solenoid valve 26 and the first two-position two-way solenoid valve 23 remain closed, the three-position three-way solenoid valve 20 is de-energized, and the left oil circuit is connected. At this time, the boost oil circuit is connected, and the high-pressure oil pumped out by the hydraulic pump 27 passes through the first linear solenoid valve 25 in combination with the accumulator 24 and the oil circuit below the oil outlet of the brake master cylinder 19 to boost the wheel brake cylinder; the more the push rod 7 moves to the right, the smaller the resistance of the second potentiometer 18 connected to the circuit, and the larger the current in the circuit at this time, the valve port opening of the first linear solenoid valve 25 is proportional to the current in the circuit, so the pressure in the oil circuit increases with the increase of the displacement of the push rod 7.

[0039] At the same time, during the braking process, the composite coil spring 34 in the front and rear cavities of the brake master cylinder and the brake pedal arm return spring 6 work together to act as a pedal feel simulator. The greater the displacement of the brake pedal 5 during braking, the greater the resistance of the composite coil spring 34 and the stronger the pedal feel.

[0040] During the braking process of the automobile, when the position of the brake pedal 5 remains unchanged, the brake switch 46 is closed, the motor 28 connected to the brake switch 46 circuit continues to work, the second two-position two-way solenoid valve 49 remains energized, and the hydraulic pump 27 pumps oil outward. When the oil pressure in the oil circuit exceeds the pressure value set by the relief valve 29, the high-pressure oil pumped out by the hydraulic pump 27 flows back to the oil inlet of the hydraulic pump 27 through the relief valve 29, and the push rod 7 and the first sliding arm 12 and the second sliding arm 16 fixed thereon remain in the same position; under the elastic force of the first balance spring 44 in the rigid straight pipe 45, the left movable iron core 42 drives the support rod 8 to move to the initial position. At this time, the third metal contact piece 13 at the lower end of the support rod 8 is separated from the fourth metal contact piece 14 on the left side of the middle part of the second sliding arm 16, and the circuit is broken. Valve 25 is powered off, and the second two-position two-way solenoid valve 49 remains powered on, and the oil circuit pressure is provided by the accumulator 24; when the push rod 7 remains in place, that is, the second metal contact pieces 11 and the third metal contact pieces 13 on the left and right sides of the lower end of the support rod 8 do not contact the first metal contact pieces 10 and the fourth metal contact pieces 14 on the first sliding arm 12 and the second sliding arm 16 on the left and right sides, the first two-position two-way solenoid valve 23 and the second linear solenoid valve 26 are both powered off, and the oil circuit forms a pressure-maintaining state. The pressure of each wheel brake cylinder is independently adjusted by the three-position three-way solenoid valve 20. The high-pressure oil discharged during the pressure adjustment process of the three-position three-way solenoid valve 20 on the wheel brake cylinder enters the hydraulic motor 22 through the one-way valve 21, and the hydraulic motor 22 drives the generator 47 to generate electricity and transmit the electric energy to the vehicle-mounted backup power supply. The oil at the outlet of the hydraulic motor 22 flows back to the liquid storage tank 36.

[0041] When the brake pedal 5 is released and the brake pedal 5 is not completely reset, the brake switch 46 remains closed, the motor 28 connected to the brake switch 46 circuit continues to work, the hydraulic pump 27 pumps oil outward, and the second two-position two-way solenoid valve 49 loses power. When the oil pressure in the oil circuit exceeds the pressure value set by the relief valve 29, the high-pressure oil pumped out by the hydraulic pump 27 flows back to the oil inlet of the hydraulic pump 27 through the relief valve 29. Under the action of the brake pedal arm return spring 6 and the composite coil spring 34 in the front and rear cavities of the brake master cylinder, the push rod 7 moves to the left. At this time, due to the inertia of the push rod 7 during the reset process, the lower end of the support rod 8 moves to the left, and the first metal contact piece 10 on the right side of the middle of the first sliding arm 12 contacts the second metal contact piece 11 on the left side of the lower end of the support rod 8. The pin of the second metal contact piece 11 is connected to the positive terminal of the right end of the second electromagnetic coil 38 through a wire, and the negative terminal on the left side of the second electromagnetic coil 38 is connected to the negative pole of the power supply. Under the action of the electromagnetic force of the second electromagnetic coil 38, the right movable iron core 42 is pressed. The second balance spring 37 is forced to move rightward, and the pin of the second metal contact piece 11 is connected to the positive terminal of the second linear solenoid valve 26. The second linear solenoid valve 26 is powered on and works. The negative terminal of the second linear solenoid valve 26 is connected to the negative terminal of the power supply. As the displacement of the brake pedal 5 decreases, the resistance of the first potentiometer 15 connected to the circuit becomes smaller, the coil current of the second linear solenoid valve 26 increases, and the valve opening increases. At the same time, the first two-position two-way solenoid valve 23 is powered on and turned on, the first linear solenoid valve 25 remains off due to power failure, the three-position three-way solenoid valve 20 is powered off, and the left position oil circuit is connected. At this time, the pressure reducing oil circuit is connected, and the wheel brake cylinder oil flows back to the liquid storage tank 36 through the three-position three-way solenoid valve 20, the first two-position two-way solenoid valve 23 and the second linear solenoid valve 26; the more the push rod 7 moves to the left, the smaller the resistance of the first potentiometer 15 connected to the circuit, and the larger the current in the circuit, the valve opening of the second linear solenoid valve 26 is proportional to the current in the circuit, so the high-pressure oil reflux is accelerated, and the wheel brake is quickly released.

[0042] During the process of reducing the braking of the automobile, if the position of the brake pedal 5 remains unchanged, the brake switch 46 is closed, the motor 28 connected to the brake switch 46 circuit continues to work, the hydraulic pump 27 pumps oil outward, and the second two-position two-way solenoid valve 49 is energized and turned on. When the oil pressure in the oil circuit exceeds the pressure value set by the relief valve 29, the high-pressure oil pumped out by the hydraulic pump 27 flows back to the oil inlet of the hydraulic pump 27 through the relief valve 29, and the push rod 7 and the first sliding arm 12 and the second sliding arm 16 fixed thereon remain in the same position; under the elastic force of the second balance spring 37 in the rigid straight pipe 45, the right movable iron core 42 drives the support rod 8 to move to the initial position. At this time, the lower end of the support rod 8 The second metal contact piece 11 is separated from the first metal contact piece 10 on the right side of the middle of the first sliding arm 12, and the circuit is broken. The second linear solenoid valve 26 and the first two-position two-way solenoid valve 23 are both de-energized, and the first linear solenoid valve 25 remains de-energized. Since the second two-position two-way solenoid valve 49 is energized and connected, the oil circuit pressure is provided by the accumulator 24 at this time, and the pressure is maintained. The pressure of each wheel brake cylinder is independently adjusted by the three-position three-way solenoid valve 20. The high-pressure oil discharged during the pressure adjustment process of the three-position three-way solenoid valve 20 on the wheel brake cylinder enters the hydraulic motor 22 through the one-way valve 21, and the hydraulic motor 22 drives the generator 47 to generate electricity and transmit the electric energy to the vehicle-mounted backup power supply. The oil at the outlet of the hydraulic motor 22 flows back to the liquid storage tank 36.

Claims

1. An automobile braking system adapted to the braking pedal stepping intensity, characterized in that: It includes an interconnected current regulating mechanism, a conventional automobile electro-hydraulic braking system, an automobile basic braking system and an oil energy recovery device; The current regulating mechanism comprises an on-board power supply, a push rod (7), a support rod (8), a first metal contact sheet (10), a second metal contact sheet (11), a first sliding arm (12), a third metal contact sheet (13), a fourth metal contact sheet (14), a first potentiometer (15), a second sliding arm (16), a second potentiometer (18), a first linear solenoid valve (25), a second linear solenoid valve (26), a second balance spring (37), a right connecting rod (39), a left connecting rod (41), a first balance spring (44), a rigid straight pipe (45) and a support rod (48); The rigid straight pipe (45) is fixedly connected to the top of the push rod (7) through a support rod (48) and is parallel to the push rod (7). Left and right movable iron cores (42) are installed in the rigid straight pipe (45). The two sides of the left and right movable iron cores (42) are connected to the left and right inner walls of the rigid straight pipe (45) through a first balance spring (44) and a second balance spring (37). A first electromagnetic coil (43) and a second electromagnetic coil (38) are respectively installed on the outer side of the rigid straight pipe (45); A connecting rod (40) is installed in the middle of the left and right movable iron cores (42), a pin shaft (9) is installed on the push rod (7) directly below the connecting rod (40), and the connecting rod (40) is connected to the installed supporting rod (8) made of insulating material via the pin shaft (9).

2. The automobile braking system adapted to the brake pedal stepping intensity according to claim 1, characterized in that: Through holes are provided at the ends of the left connecting rod (41) and the right connecting rod (39), and the other ends of the left connecting rod (41) and the right connecting rod (39) are connected to the two sides of the left and right movable iron cores (42) via threads; A sliding groove is provided on the rigid straight pipe (45) arranged below the connecting rod (40).

3. The automobile braking system adapted to the brake pedal stepping intensity according to claim 1, characterized in that: The support rod (8) extends to the bottom of the pin shaft (9), and a second metal contact sheet (11) and a third metal contact sheet (13) are respectively arranged on the left and right sides of the lower end of the support rod (8); A first sliding arm (12) and a second sliding arm (16) are arranged on the left and right sides of the support rod (8); the upper ends of the first sliding arm (12) and the second sliding arm (16) are fixedly connected to the push rod (7) and are perpendicular to the push rod (7); a first metal contact sheet (10) is arranged on the right side of the middle of the first sliding arm (12) and at the horizontal position of the second metal contact sheet (11) at the lower end of the support rod (8); a fourth metal contact sheet (14) is arranged on the left side of the middle of the second sliding arm (16) and at the horizontal position of the third metal contact sheet (13) at the lower end of the support rod (8); the first metal contact sheet (10), the second metal contact sheet (11), the third metal contact sheet (13) and the fourth metal contact sheet (14) are in contact with each other.

4. The automobile braking system adapted to the brake pedal stepping intensity according to claim 3, characterized in that: A first potentiometer (15) and a second potentiometer (18) are installed at positions close to the right side of the lower ends of the first sliding arm (12) and the second sliding arm (16), and the first potentiometer (15) and the second potentiometer (18) are fixed in position as a whole, and are kept horizontal with the lower ends of the first sliding arm (12) and the second sliding arm (16) above them; A gap is provided between the initial positions of the first sliding arm (12) and the second sliding arm (16) and the first potentiometer (15) and the second potentiometer (18); The left end of the first potentiometer (15) and the right end of the second potentiometer (18) are connected to the positive pole of the vehicle power supply, and the right end of the first potentiometer (15) and the left end of the second potentiometer (18) are connected to the insulating rubber sleeve (17).

5. The automobile braking system adapted to the brake pedal stepping intensity according to claim 1, characterized in that: The left end of the first electromagnetic coil (43) is connected to the pin of a third metal contact sheet (13) arranged on the right side of the lower end of the support rod (8) through a wire, and the right end is connected to the negative pole of the power supply; The left end of the second electromagnetic coil (38) is connected to the negative electrode of the power supply, and the right end thereof is connected to the pin of the second metal contact sheet (11) arranged on the left side of the lower end of the support rod (8) through a wire; The second metal contact piece (11) and the third metal contact piece (13) at the lower end of the support rod (8) are respectively connected to the positive electrode ports of the second linear solenoid valve (26) and the first linear solenoid valve (25) through wires, and the negative electrode ports of the first linear solenoid valve (25) and the second linear solenoid valve (26) are connected to the negative electrode of the vehicle power supply.

6. The automobile braking system adapted to the brake pedal stepping intensity according to claim 1, characterized in that: The conventional automobile electro-hydraulic brake system comprises a rotating shaft (2), a brake pedal arm (3), a brake pedal (5), a push rod (7), a brake master cylinder (19), a three-position three-way solenoid valve (20), a first two-position two-way solenoid valve (23), an accumulator (24), a first linear solenoid valve (25), a second linear solenoid valve (26), a hydraulic pump (27), a motor (28), a relief valve (29), a fluid storage tank (36), a second two-position two-way solenoid valve (49), a brake switch (46) and a wheel brake cylinder; The brake switch (46) is arranged on the right side of the upper end of the brake pedal arm (3), the left end of the push rod (7) is connected to the brake pedal arm (3) via the pin shaft (4), the brake pedal (5) is arranged on the lower end of the brake pedal arm (3), the right end of the push rod (7) is fixedly connected to the rear chamber piston (35) of the brake master cylinder, the oil inlet of the hydraulic pump (27) is connected to the fluid storage tank (36), and the hydraulic pump (27) is driven by the motor (28), and the overflow valve (29) is arranged between the oil inlet and the oil outlet of the hydraulic pump (27).

7. The automobile braking system adapted to the brake pedal stepping intensity according to claim 6, characterized in that: A first linear solenoid valve (25), an accumulator (24) and a second two-position two-way solenoid valve (49) are successively installed in the oil circuit below the oil outlet of the hydraulic pump (27); An oil circuit is arranged in parallel between the oil inlet of the hydraulic pump (27) and the oil outlet of the second two-position two-way solenoid valve (49), and a second linear solenoid valve (26) and a first two-position two-way solenoid valve (23) are arranged in the oil circuit in sequence, wherein the valve openings of the first and second linear solenoid valves vary with the resistance value of the potentiometer connected to the circuit in the current regulating mechanism; The oil outlet of the second two-position two-way solenoid valve (49) is divided into two paths, each path is respectively connected to two three-position three-way solenoid valves (20), and the oil outlets of the four three-position three-way solenoid valves (20) are respectively connected to the four wheel brake cylinders.

8. The automobile braking system adapted to the brake pedal stepping intensity according to claim 1, characterized in that: The automobile basic brake system comprises a vehicle frame (1), a rotating shaft (2), a brake pedal arm (3), a brake pedal (5), a push rod (7), a brake master cylinder (19), a three-position three-way solenoid valve (20), a sealing ring gasket (32), a brake master cylinder front chamber piston (33), a brake master cylinder rear chamber piston (35), a fluid storage tank (36) and a wheel brake cylinder; The upper end of the brake pedal arm (3) is connected to the vehicle frame (1) via a rotating shaft (2), the left end of the push rod (7) is connected to the brake pedal arm (3) via a pin shaft (4), the brake pedal (5) is arranged at the lower end of the brake pedal arm (3), and a brake pedal arm return spring (6) is arranged on the right side of the brake pedal arm (3).

9. The automobile braking system adapted to the brake pedal stepping intensity according to claim 8, characterized in that: The right end of the push rod (7) is fixedly connected to the rear chamber piston (35) of the brake master cylinder; The brake master cylinder (19) is a split structure, the right side of the cylinder body is hollowed out, and cylindrical spring seats (31) are installed on both sides of the middle part of the front chamber piston (33) of the brake master cylinder, on the right side of the rear chamber piston (35) of the brake master cylinder, and in the middle part of the inner wall of the right end cover (30) of the brake master cylinder. The right end cover (30) of the brake master cylinder is fixedly connected to the right end shell of the brake master cylinder (19) by bolts and sealing gaskets (32); Composite coil springs (34) are respectively installed in the front and rear chambers of the brake master cylinder (19), and the composite coil spring (34) is composed of two coil springs with different diameters; Two oil holes are provided at the upper part of the brake master cylinder (19) near the initial positions of the front chamber piston (33) of the brake master cylinder and the rear chamber piston (35) of the brake master cylinder. The two oil holes are connected to the fluid storage tank (36). Two oil outlet holes are provided at the lower part of the brake master cylinder (19) away from the initial positions of the front chamber piston (33) of the brake master cylinder and the rear chamber piston (35) of the brake master cylinder.

10. The automobile braking system adapted to the braking pedal stepping intensity according to claim 1, characterized in that: The oil energy recovery device comprises a three-position three-way solenoid valve (20), a one-way valve (21), a hydraulic motor (22) and a generator (47); A one-way valve (21) is respectively installed at the oil return port of each three-position three-way valve (20), and the oil outlet of each one-way valve (21) is connected to the inlet oil circuit of the hydraulic motor (22). The outlet oil circuit of the hydraulic motor (22) is connected to the liquid storage tank (36). The output shaft of the hydraulic motor (22) is connected to the input shaft of the generator (47); the electricity generated by the generator (47) is transmitted to the backup power supply.

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