Method for optimizing pedal feeling of brake system of vehicle, brake system and vehicle

Abstract

The invention provides a method for optimizing the pedal feeling of a braking system of a vehicle, the braking system and the vehicle. The invention relates to a method for optimizing the pedal feeling of a brake system (100) of a vehicle, the brake system (100) comprising a brake master cylinder (1) having a pressure chamber unit assembly and a pressure sealing ring for the pressure chamber unit assembly, a hydraulic circuit separating valve and a brake pedal (2), the optimization method comprises the following steps that after the brake pedal is released, whether a piston hole of the pressure cavity unit assembly crosses the pressure sealing ring in the back-off direction (R) of the brake pedal or not is judged; and if the judgment result is no, the hydraulic loop separating valve is switched on, and brake fluid is input into a pressure cavity of the pressure cavity unit assembly, so that negative pressure of the pressure cavity is prevented from being generated.

Description

Technical Field

[0001] The present invention relates to the field of brake assist of vehicles, and in particular to a method for optimizing pedal feel of a brake system of a vehicle, a brake system and a vehicle. Background Art

[0002] In actual vehicle testing, when the brake pedal connected to the vehicle's brake master cylinder slowly returns, there will be a pedal step or step-like jitter. This is not friendly to the driver's vehicle control experience, and may even make the driver think that there is a problem with the vehicle's braking function or vehicle braking system, or misjudge the degree of vehicle braking, thereby causing risks.

[0003] refer to Figure 1 and Figure 2 , which respectively show the characteristic lines of the input push rod stroke and the input force of the vehicle brake master cylinder according to the prior art, and Figure 1 Enlarged view of the selected area.

[0004] It should be understood that the input push rod of the brake master cylinder is connected to the brake pedal, so the input push rod stroke can be understood as the brake pedal stroke. The unit daN is the abbreviation of DecaNewton, which is a mechanical unit, and the conversion formula is: 1daN = 10N. The figure also uses the A (Apply) arrow to indicate the application direction (i.e., the outward stroke) of the input push rod or the brake pedal, and the R (Return) arrow to indicate the release direction or the return direction (i.e., the return stroke) of the input push rod or the brake pedal. Figure 2 It can be seen that when the input push rod retreats, force jitter occurs (marked with an ellipse in the figure). Due to the above reasons, this force jitter is undesirable. Summary of the invention

[0005] According to different aspects, the present invention aims to eliminate or alleviate the force jitter phenomenon mentioned in the background art.

[0006] In addition, the present invention is also intended to solve or alleviate other technical problems existing in the prior art.

[0007] The present invention solves the above-mentioned problem by providing a method for optimizing the pedal feel of a braking system of a vehicle, a braking system and a vehicle. Specifically, according to one aspect of the present invention, there are provided:

[0008] A method for optimizing the pedal feel of a braking system for a vehicle, wherein the braking system comprises a brake master cylinder, a hydraulic circuit separation valve and a brake pedal, wherein the brake master cylinder has a pressure chamber unit assembly and a pressure sealing ring for the pressure chamber unit assembly, wherein the optimization method comprises the following steps:

[0009] After the brake pedal is released, determining whether the piston hole of the pressure chamber unit assembly passes over the pressure sealing ring in the retreat direction of the brake pedal;

[0010] If the judgment result is negative, the hydraulic circuit separation valve is opened and brake fluid is input into the pressure chamber of the pressure chamber unit assembly to avoid generation of negative pressure in the pressure chamber.

[0011] According to another aspect of the present invention, the present invention provides a computer-readable storage medium, on which a computer program is stored, wherein the computer program implements any of the above-mentioned optimization methods when executed by a processor.

[0012] According to yet another aspect of the present invention, the present invention provides a computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any one of the above-mentioned optimization methods when executing the computer program.

[0013] According to another aspect of the present invention, a braking system of a vehicle is provided, the braking system comprising a brake master cylinder, a hydraulic circuit separation valve, a brake pedal and a judgment module, the brake master cylinder having a pressure chamber unit assembly and a pressure sealing ring for the pressure chamber unit assembly, wherein the braking system is used to execute any one of the above-mentioned optimization methods, the judgment module being configured to judge whether the piston hole of the pressure chamber unit assembly crosses the pressure sealing ring in the retreat direction of the brake pedal after releasing the brake pedal; if the judgment result is no, the hydraulic circuit separation valve is turned on and brake fluid is input into the pressure chamber of the pressure chamber unit assembly to avoid the generation of negative pressure in the pressure chamber.

[0014] According to another aspect of the present invention, the present invention provides a vehicle, wherein the vehicle has the braking system of any one of the above-mentioned vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The above and other features of the present invention will become apparent with reference to the accompanying drawings, in which:

[0016] Figure 1 shows a characteristic line of input push rod stroke and input force of a vehicle brake master cylinder according to the prior art;

[0017] Figure 2 Shows Figure 1 Enlarged view of the selected part;

[0018] Figure 3 A schematic structural diagram of a brake master cylinder according to the present invention is shown;

[0019] Figure 4A design diagram of a hydraulic circuit of a brake system according to the present invention is shown;

[0020] Figure 5 The characteristic line of a dual-pressure chamber unit assembly type brake master cylinder when its input push rod retracts is shown;

[0021] Figure 6 A flow chart of an optimization method according to the present invention is shown;

[0022] Figure 7 The characteristic line of the input push rod stroke and input force of the vehicle brake master cylinder after the technical solution of the present invention is implemented is shown; and

[0023] Figure 8 Shows Figure 7 Enlarged view of the selected area. DETAILED DESCRIPTION

[0024] It is easy to understand that according to the technical solution of the present invention, without changing the essential spirit of the present invention, a person skilled in the art can propose a variety of interchangeable structural modes and implementation modes. Therefore, the following specific implementation modes and drawings are only exemplary descriptions of the technical solution of the present invention, and should not be regarded as the whole of the present invention or as a limitation or restriction to the technical solution of the present invention.

[0025] The directional terms such as up, down, left, right, front, back, front, back, top, bottom, etc. mentioned or may be mentioned in this specification are defined relative to the structures shown in the drawings. They are relative concepts and may change accordingly according to their different positions and different usage states. Therefore, these or other directional terms should not be interpreted as restrictive terms. In addition, the terms "first", "second", "third", etc. or similar expressions are only used for description and distinction purposes, and cannot be understood as indicating or implying the relative importance of the corresponding components.

[0026] In addition, the naming of various method steps in this article is only for the purpose of distinction and convenience of reference, and does not necessarily mean that there is a difference in the order of sequence among these method steps (unless explicitly stated). They can be adjusted in order of implementation according to actual conditions, or even executed simultaneously.

[0027] refer to Figures 3 to 6 , respectively showing a schematic diagram of the structure of a brake master cylinder according to the present invention, a design diagram of a brake system hydraulic circuit according to the present invention, a characteristic line of a dual pressure chamber unit assembly type brake master cylinder when its input push rod retracts, and a flow chart of an optimization method according to the present invention. Wherein, N represents a judgment result of no.

[0028] The optimization method is used for the pedal feel of a braking system 100 of a vehicle, wherein the braking system 100 comprises a brake master cylinder 1, a hydraulic circuit separation valve and a brake pedal 2, wherein the brake master cylinder 1 has a pressure chamber unit assembly and a pressure sealing ring for the pressure chamber unit assembly, wherein the optimization method comprises the following steps:

[0029] S1: after releasing the brake pedal, determining whether the piston hole of the pressure chamber unit assembly passes over the pressure sealing ring in the retreat direction R of the brake pedal;

[0030] S2: If the judgment result is no, the hydraulic circuit separation valve is turned on and brake fluid is input into the pressure chamber of the pressure chamber unit assembly to avoid generation of negative pressure in the pressure chamber.

[0031] It should be understood that the structural design of the brake master cylinder 1 itself is not the focus of the present invention, so its components or working principle will not be elaborated. Those skilled in the art should also know the basic working principle of the brake master cylinder and the structure and connection relationship of its components, and the various technical solutions disclosed in the present invention can be applied to the brake master cylinders of various vehicles. The pressure building principle of the brake master cylinder is based on the position relationship of its pressure chamber unit assembly or piston relative to the pressure seal ring to cause the pressure chamber of the brake cylinder to be connected or disconnected with the brake reservoir 5 (or oil pot). The brake master cylinder can be, for example, an IPB (Integrated Power Brake) brake master cylinder, an electronic / electric brake master cylinder with a booster motor, or a hydraulic brake master cylinder. It should also be understood that the brake pedal 2 is fixedly connected to the input push rod 11 of the brake master cylinder 1, which can be understood as having the same application / retraction direction and the same stroke, that is, the characteristic line of the input push rod can also be understood as the characteristic line of the brake pedal, which has the same influence or effect on the driver's force feedback. In addition, the various valves mentioned in this article, such as the hydraulic circuit separation valve, the motor pressure building simulation valve mentioned below, etc., these names are only used for the purpose of distinction or to indicate the function of the valve, and there is no structural limitation. These valves can be constructed as solenoid valves. These solenoid valves, such as the hydraulic circuit separation valve, have no abnormal sound or noise when opening and closing, and can well perform the steps of the method.

[0032] Generally speaking, the second end 111 ( Figure 3 The right end of the push rod 11 (the end close to the brake pedal 2) is connected to the brake pedal 2, and the first end 112 ( Figure 3The left end of the input push rod, the end facing away from the brake pedal 2) is arranged on one end face of the piston of the pressure chamber unit assembly, and when the brake pedal 2 is applied, the first end 112 can contact and squeeze the end face and make the piston move accordingly. The piston is constructed with a piston hole (or understood as a compensation hole, connected to the oil inlet groove of the brake master cylinder), which can cooperate with the pressure sealing ring used for the pressure chamber unit assembly, that is, in the release direction along the input push rod, if the piston hole passes over the pressure sealing ring, the brake fluid reservoir 5 is connected to the pressure chamber of the pressure chamber unit assembly, otherwise the two are in a cut-off state. In this regard, the pressure sealing ring can be arranged on the master cylinder body near the outer periphery of the piston of the pressure chamber unit assembly, so that the two can conveniently implement their predetermined functional effects. The brake master cylinder 1 can also have a displacement sensor to conveniently sense the displacement or stroke of the input push rod 11.

[0033] It should be understood that in the process of building pressure in the brake master cylinder, when the input push rod moves in the forward direction or the application direction, so that the piston hole of the pressure chamber unit assembly passes over the pressure sealing ring, due to the high pressure of the pressure chamber unit assembly or its pressure chamber at this time, a part of the brake fluid may flow toward the brake reservoir tank 5 or flow into the brake reservoir tank 5, thereby causing the loss of brake fluid in the pressure chamber of the pressure chamber unit assembly, thereby causing a vacuum. When the brake pedal is released or the input push rod does not pass over the pressure sealing ring, negative pressure is generated in the cylinder or chamber, which will cause a sudden force change in the cylinder, which is reflected in the characteristic line of the input push rod stroke and the input force (i.e., the feedback force to the driver) in the form of a jittering curve.

[0034] It can be seen that according to the technical solution, if after releasing the brake pedal, the piston hole of the pressure chamber unit assembly has not passed the pressure seal ring in the retreat direction R of the brake pedal, it means that the pressure chamber of the pressure chamber unit assembly and the brake fluid reservoir 5 are still in a disconnected or cut-off state. At this time, the hydraulic circuit separation valve is turned on and brake fluid is input into the pressure chamber of the pressure chamber unit assembly to avoid the generation of negative pressure in the pressure chamber or until the negative pressure in the pressure chamber is eliminated. In this way, the force jitter problem mentioned above is solved during the release of the input push rod, and there is no abnormal pedal force feedback to the driver, thereby overcoming the various shortcomings or hidden dangers mentioned in the background technology. It should be known that the input timing or input amount of brake fluid can be determined according to actual needs or the model or specification of the relevant parts of the brake system. This article does not make specific limitations and will be described by example in the following text, such as inputting brake fluid (such as 0.5 bar brake fluid) to fill the pressure chamber of the pressure chamber unit assembly. Furthermore, in order to improve the specificity of the solution and save costs, for example, the brake fluid can be input when the piston hole is about to pass over the pressure seal ring or during the passing process.

[0035] In addition, the present disclosure is described by taking the brake master cylinder 1 having two pressure chamber unit assemblies as an example. However, those skilled in the art will know how to apply it to a brake master cylinder having other numbers of pressure chamber unit assemblies (e.g., one, three, etc.) after reading and understanding the various technical solutions and technical spirit of the present disclosure. Exemplarily, the brake master cylinder 1 includes a second pressure chamber unit assembly 3 and a first pressure chamber unit assembly 4, the pressure sealing ring includes a second pressure sealing ring 31 for the second pressure chamber unit assembly 3 (here, the second pressure chamber 33) and a first pressure sealing ring 41 for the first pressure chamber unit assembly 4 (here, the first pressure chamber 43), and the hydraulic circuit separation valve includes a second hydraulic circuit separation valve 32 for the second pressure chamber unit assembly 3 and a first hydraulic circuit separation valve 42 for the first pressure chamber unit assembly 4. It should be understood that the two pressure chamber unit assemblies in this example are connected in series. The first end 322 ( Figure 4 The upper end, which is close to the end of the brake master cylinder 1, is connected to the second pressure chamber 33 of the second pressure chamber unit assembly 3 for brake fluid input; similarly, the first end 422 ( Figure 4 The upper end, one end close to the brake master cylinder 1, is connected to the first pressure chamber 43 of the first pressure chamber unit assembly 4 to allow brake fluid input.

[0036] Under this design, the pressure building process can be described as follows: when the pressure chamber of the pressure chamber unit assembly is not pressurized, the master cylinder piston hole is connected to the brake reservoir tank, and the pressure chamber of the pressure chamber unit assembly is connected to the brake reservoir tank pressure; when the brake pedal is pressed, the brake pedal pushes the first piston 44 of the first pressure chamber unit assembly 4 through the brake master cylinder input push rod, and the first piston 44 pushes the second piston 34 of the second pressure chamber unit assembly 3 through the first piston return spring 45 of the first pressure chamber unit assembly 4. The second piston 34 compresses the second piston return spring 35 of the second pressure chamber unit assembly 3 to move forward, and the second piston hole of the second piston 34 passes over the second pressure seal ring 31, and the connection with the brake reservoir 5 is cut off, and pressure begins to be built up; as the pressure in the second pressure chamber 33 of the second pressure chamber unit assembly 3 gradually increases, the second piston 34 pushes back the first piston return spring 45, and the first piston return spring 45 is compressed until the first piston hole passes over the first pressure seal ring 41, and the connection with the brake reservoir 5 is cut off, and the first pressure chamber 43 of the first pressure chamber unit assembly 4 begins to build up pressure; the two pistons continue to move forward, and finally the pressures in the two chambers reach equilibrium, and the hydraulic pressure of the brake system 100 is built up. In summary, the pressure chamber of the pressure chamber unit assembly pushes the master cylinder piston through the brake master cylinder input push rod, so that it moves forward (i.e., in the application direction) in the cylinder body until the piston hole passes over the master cylinder pressure seal ring, so that the pressure chamber of the pressure chamber unit assembly is isolated from the brake fluid in the reservoir, and then begins to compress the brake fluid to build up the brake hydraulic pressure.

[0037] Based on this, combined Figure 5 It can be seen that due to the negative pressure in the pressure chamber caused by the outflow and loss of brake fluid described above, when the input push rod 11 is released (corresponding to curve C1, which shows the characteristic line of the input push rod 11 from the 3mm position to the 0mm position, that is, to the initial position, the stroke over time), a two-stage force jitter phenomenon occurs, and the curve C2 represents the change of the input force over time, wherein the position of the jitter in the curve C2 is circled with an ellipse for easy understanding. Correspondingly, curves C3 and C4 respectively represent the characteristic lines of the pressure of the first pressure chamber 43 and the second pressure chamber 33 with the release time of the input push rod. From this, we can also see the reasons for the two jitters, that is, the reason for the first jitter: the first jitter is due to the increase in the pressure of the second pressure chamber from negative (for example, 0.25 bar) to 0 when the input push rod retreats in the release stage, for example, moves to the 2.5mm position, but the pressure of the first pressure chamber remains negative or suddenly increases (for example, 0.21 bar), during which the second pressure chamber changes from disconnected to connected with the liquid storage tank, and the first pressure chamber remains disconnected; the reason for the second jitter: the second jitter is due to the increase in the pressure of the first pressure chamber from negative (for example, 0.22 bar) to 0 when the input push rod continuously retreats, during which the first pressure chamber changes from disconnected to connected with the liquid storage tank, and the second pressure chamber remains connected. Therefore, the pressure imbalance caused by the negative pressure of the corresponding pressure chamber unit assembly or pressure chamber causes the jitter of the input push rod during the release stage. It should also be understood that the timing, conditions or amount of jitter may vary depending on the brake master cylinder (for example, the number of pressure chamber unit components, the connection relationship, and the positional relationship between the piston hole and the pressure sealing ring). However, the various technical solutions disclosed in the present invention can also solve various jitter problems.

[0038] It can also be known from the above description that the pressure of the pressure chamber of the pressure chamber unit assembly or the stroke of the input push rod can be used as a reference to perform the various technical solutions of the present disclosure. Specifically, the judgment of whether the piston hole of the pressure chamber unit assembly crosses the pressure seal ring in the retraction direction R of the brake pedal (i.e., step S1) includes step S3: collecting the negative pressure of the pressure chamber and / or the stroke of the input push rod 11 of the brake master cylinder 1, or step S3 is located before step S1. For example, when the input push rod stroke is 2.5mm or close to the initial position (the initial position refers to the position of the input push rod when the brake pedal is not stepped on) or the negative pressure of the second pressure chamber is or is close to 0.25bar, step S2 can be executed, thereby assisting the judgment in a quantitative manner. Those skilled in the art know that the collection of pressure or stroke can be achieved by a corresponding pressure sensor or displacement sensor. Of course, other means can also be used to independently or assist in judging whether the corresponding piston hole crosses the corresponding pressure seal ring. It should also be understood that the above values ​​are exemplary, and the above indicators may vary according to different specifications or structures of the brake master cylinder. Those skilled in the art may determine these indicators representing critical situations through empirical formulas or experiments.

[0039] In some embodiments of the present disclosure, the optimization method includes: after releasing the brake pedal, judging whether the second piston hole of the second pressure chamber unit assembly 3 crosses the second pressure seal ring 31 in the retreat direction R of the brake pedal; if the judgment result is no, the second hydraulic circuit separation valve 32 is turned on and the second brake fluid is input into the second pressure chamber 33 of the second pressure chamber unit assembly 3 to avoid the generation of negative pressure in the second pressure chamber 33. Here, the second pressure chamber unit assembly 3 is a pressure chamber unit assembly away from the brake pedal 2, because the piston hole of the second pressure chamber unit assembly first undergoes a process from being disconnected to being connected with the brake fluid reservoir, and the negative pressure is eliminated by the fluid replenishment wording defined in step S2, thereby ensuring the stability of the pedal feel feedback force. Thereafter, a similar situation will occur in the first pressure chamber unit assembly. In some embodiments of the present disclosure, the optimization method further includes: after inputting the second brake fluid, judging whether the second piston hole of the second pressure chamber unit assembly 3 crosses the second pressure seal ring 31 in the retracting direction R of the brake pedal; if the judgment result is yes, then judging whether the first piston hole of the first pressure chamber unit assembly 4 crosses the first pressure seal ring 41 in the retracting direction R of the brake pedal; if the judgment result is no, conducting the first hydraulic circuit separation valve 42 and inputting the first brake fluid into the first pressure chamber 43 of the first pressure chamber unit assembly 4 to avoid the generation of negative pressure in the first pressure chamber 43. Therefore, it can be interpreted similarly to the fluid replenishment measure of the pressure chamber of the second pressure chamber unit assembly.

[0040] It can also be known that the fluid replenishment measures of the above technical solution are carried out in batches, that is, the second brake fluid is first input into the second pressure chamber, and then the first brake fluid is input into the first pressure chamber. However, this embodiment is not the only one, and a synchronous fluid replenishment measure can also be adopted in one go, which can also achieve the above technical effect and save time. Therefore, the optimization method includes: after releasing the brake pedal, judging whether the second piston hole of the second pressure chamber unit assembly 3 crosses the second pressure sealing ring 31 in the retreat direction R of the brake pedal; if the judgment result is no, the second hydraulic circuit separation valve 32 is turned on and the second brake fluid is input into the second pressure chamber 33 of the second pressure chamber unit assembly 3 to avoid the generation of negative pressure in the second pressure chamber 33, and the first hydraulic circuit separation valve 42 is turned on and the first brake fluid is input into the first pressure chamber 43 of the first pressure chamber unit assembly 4 to avoid the generation of negative pressure in the first pressure chamber 43.

[0041] According to another invention of the present invention, the present invention also relates to a computer-readable storage medium, on which a computer program is stored, wherein the computer program implements any one of the above-mentioned optimization methods when executed by a processor; and a computer device, wherein the computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any one of the above-mentioned optimization methods when executing the computer program.

[0042] It is understood that the specific implementation of the storage medium and the computer device and the technical effects that can be achieved can be interpreted by referring to the description of the optimization method above, and will not be repeated here. It is also understood that the memory is suitable for storing multiple program codes, and the program codes are suitable for being loaded and run by the processor to execute the aforementioned optimization method. The computer device may include a control device formed by various electronic devices.

[0043] It is also understood by those skilled in the art that the present invention implements all or part of the processes in its optimization method, which can be completed by instructing related hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of each of the above-mentioned method embodiments can be implemented. Among them, the computer program includes computer program code, and it can be understood that the program code includes but is not limited to the program code for executing the above-mentioned optimization method. For the convenience of explanation, only the part related to the present invention is shown. The computer program code can be in source code form, object code form, executable file or some intermediate form, etc. The computer-readable storage medium may include: any entity or device, medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory, random access memory, electric carrier signal, telecommunication signal and software distribution medium, etc. that can carry the computer program code. It should be noted that the content contained in the computer-readable storage medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable storage medium does not include electric carrier signals and telecommunication signals.

[0044] Combination Figure 4 It can be seen that the present disclosure also relates to a vehicle braking system 100, wherein the braking system 100 includes a brake master cylinder 1, a hydraulic circuit separation valve, a brake pedal 2 and a judgment module, wherein the brake master cylinder 1 has a pressure chamber unit assembly and a pressure sealing ring for the pressure chamber unit assembly, wherein the brake system 100 is used to execute any one of the above-mentioned optimization methods, and the judgment module is configured to judge whether the piston hole of the pressure chamber unit assembly crosses the pressure sealing ring in the retreat direction R of the brake pedal after releasing the brake pedal; if the judgment result is no, the hydraulic circuit separation valve is turned on and brake fluid is input into the pressure chamber of the pressure chamber unit assembly to avoid the generation of negative pressure in the pressure chamber.

[0045] Similarly, it should be understood that the specific implementation of the brake system and the technical effects that can be achieved can be interpreted by referring to the above description of the optimization method. For example, in the case where the brake master cylinder has a dual pressure chamber unit assembly, those skilled in the art can know how to construct the corresponding brake system after reading this disclosure, especially the number and connection relationship of the corresponding hydraulic circuit separation valve, pressure sealing ring and other components. Figure 4 A corresponding structural form is given. In addition to the components mentioned above, the brake system 100 uses a pressure sensor 6 (the output signal is a voltage signal) to collect the pressure of the pressure chamber. It can also be known that the judgment module can be constructed as a separate module, or can be integrated into a vehicle controller, ECU or other unit that can be used to collect data and send instructions.

[0046] As for the source of each brake fluid in the fluid replenishment step, exemplarily, the braking system 100 also includes a motor pressure building simulation valve and a brake reservoir tank 5, the second end of the motor pressure building simulation valve (the end close to the brake master cylinder) is connected to the brake reservoir tank 5, the first end of the motor pressure building simulation valve (the end close to the wheel cylinder 9) is connected to the second end of the hydraulic circuit separation valve (the end close to the wheel cylinder 9), and the first end of the hydraulic circuit separation valve (the end close to the brake master cylinder) is connected to the pressure chamber of the pressure chamber unit assembly. Specifically, in the case of a dual pressure chamber unit assembly, the brake system 100 includes a second motor pressure building simulation valve 7 and a first motor pressure building simulation valve 8 connected in the above manner, which are respectively connected to the corresponding second or first hydraulic circuit separation valve and the brake reservoir, that is, the second end 321 of the second hydraulic circuit separation valve 32 is connected to the first end 72 of the second motor pressure building simulation valve 7, the second end 421 of the first hydraulic circuit separation valve 42 is connected to the first end 82 of the first motor pressure building simulation valve 8, and the second end 71 of the second motor pressure building simulation valve 7 and the second end 81 of the first motor pressure building simulation valve 8 are connected (indirectly via the motor chamber) to the brake reservoir 5. Therefore, the brake fluid source of the corresponding hydraulic circuit separation valve is the corresponding motor pressure building simulation valve, and the brake fluid source of the motor pressure building simulation valve is the brake reservoir. Here, it should be understood that, during the pressure building process, the first and second hydraulic circuit separation valves are valves in a disconnected state, and the first and second motor pressure building simulation valves are valves in a connected state, so that the motor pressure building simulation valve can obtain brake fluid from the brake reservoir, and the hydraulic circuit separation valve can obtain brake fluid from the motor pressure building simulation valve. When the brake pedal 2 is released, the hydraulic circuit separation valve is turned on according to the present disclosure, so that the brake fluid can be injected into the corresponding pressure chamber through the first end of the hydraulic circuit separation valve, so that the pressure balance of the pressure chamber of the pressure chamber unit assembly can be achieved by eliminating the negative pressure of the pressure chamber of the pressure chamber unit assembly. Of course, those skilled in the art know that other means can also be used to provide a brake fluid source for the hydraulic circuit separation valve, such as arranging a storage device for temporarily storing brake fluid on the hydraulic circuit at its second end.

[0047] The present disclosure also relates to a vehicle, wherein the vehicle has the brake system 100 of any of the above-mentioned vehicles. The present disclosure does not specifically limit the vehicle, including gasoline vehicles, diesel vehicles, sedans, trucks, buses, hybrid vehicles, etc. Therefore, the subject matter of the present invention is also intended to protect various vehicles equipped with the brake system of the present invention.

[0048] Finally, see Figure 7 and Figure 8 , which respectively show the characteristic lines of the input push rod stroke and input force of the vehicle brake master cylinder after implementing the technical solution of the present invention, and Figure 7 Enlarged view of the selected part. Forward represents the direction of pressing the brake pedal, and Back represents the direction of releasing the brake pedal.

[0049] It should be understood that Figure 7 The upper curve of corresponds to the characteristic line when the brake pedal is depressed, and the lower curve corresponds to the characteristic line when the brake pedal is released. Figure 1 By comparing the above, it can be clearly seen that the step-type or step force jitter phenomenon that originally appeared in the initial section of the input push rod stroke (e.g., 0 to 3 mm) when the brake pedal is released has been eliminated or at least well alleviated (marked with an ellipse), making the entire curve smoother. Therefore, the feasibility and technical effects of each technical solution of the present disclosure are confirmed through experiments.

[0050] It should be understood that all the above preferred embodiments are illustrative rather than restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of the present invention should be within the legal protection scope of the present invention.

Claims

1. A method for optimizing the pedal feel of a braking system (100) for a vehicle, the braking system (100) comprising a brake master cylinder (1), a hydraulic circuit separation valve and a brake pedal (2), the brake master cylinder (1) having a pressure chamber unit assembly and a pressure sealing ring for the pressure chamber unit assembly, characterized in that: The optimization method comprises the following steps: After the brake pedal is released, determining whether the piston hole of the pressure chamber unit assembly passes over the pressure seal ring in the retreat direction (R) of the brake pedal; If the judgment result is negative, the hydraulic circuit separation valve is opened and brake fluid is input into the pressure chamber of the pressure chamber unit assembly to avoid generation of negative pressure in the pressure chamber.

2. The optimization method according to claim 1, characterized in that: The pressure chamber unit assembly includes a second pressure chamber unit assembly (3) and a first pressure chamber unit assembly (4); the pressure sealing ring includes a second pressure sealing ring (31) for the second pressure chamber unit assembly (3) and a first pressure sealing ring (41) for the first pressure chamber unit assembly (4); and the hydraulic circuit separation valve includes a second hydraulic circuit separation valve (32) for the second pressure chamber unit assembly (3) and a first hydraulic circuit separation valve (42) for the first pressure chamber unit assembly (4).

3. The optimization method according to claim 2, characterized in that: The optimization method comprises: after releasing the brake pedal, determining whether the second piston hole of the second pressure chamber unit assembly (3) passes over the second pressure sealing ring (31) in the retreat direction (R) of the brake pedal; If the judgment result is negative, the second hydraulic circuit separation valve (32) is opened and the second brake fluid is input into the second pressure chamber (33) of the second pressure chamber unit assembly (3) to avoid the generation of negative pressure in the second pressure chamber (33).

4. The optimization method according to claim 3, characterized in that: The optimization method further comprises: after inputting the second brake fluid, determining whether the second piston hole of the second pressure chamber unit assembly (3) passes over the second pressure sealing ring (31) in the retreat direction (R) of the brake pedal; If the judgment result is yes, then judging whether the first piston hole of the first pressure chamber unit assembly (4) passes over the first pressure sealing ring (41) in the retreat direction (R) of the brake pedal; If the judgment result is negative, the first hydraulic circuit separation valve (42) is opened and the first brake fluid is input into the first pressure chamber (43) of the first pressure chamber unit assembly (4) to avoid the generation of negative pressure in the first pressure chamber (43).

5. The optimization method according to claim 2, characterized in that: The optimization method comprises: after releasing the brake pedal, determining whether the second piston hole of the second pressure chamber unit assembly (3) passes over the second pressure sealing ring (31) in the retreat direction (R) of the brake pedal; If the judgment result is negative, the second hydraulic circuit separation valve (32) is turned on and the second brake fluid is input into the second pressure chamber (33) of the second pressure chamber unit assembly (3) to avoid the generation of negative pressure in the second pressure chamber (33), and the first hydraulic circuit separation valve (42) is turned on and the first brake fluid is input into the first pressure chamber (43) of the first pressure chamber unit assembly (4) to avoid the generation of negative pressure in the first pressure chamber (43).

6. The optimization method according to claim 1, characterized in that: The judgment of whether the piston hole of the pressure chamber unit assembly passes over the pressure sealing ring in the retraction direction (R) of the brake pedal includes the steps of collecting the negative pressure of the pressure chamber and / or the stroke of the input push rod (11) of the brake master cylinder (1).

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the optimization method according to any one of claims 1 to 6 is implemented.

8. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the optimization method according to any one of claims 1 to 6 is implemented.

9. A vehicle braking system (100), the braking system (100) comprising a brake master cylinder (1), a hydraulic circuit separation valve, a brake pedal (2) and a judgment module, the brake master cylinder (1) having a pressure chamber unit assembly and a pressure sealing ring for the pressure chamber unit assembly, characterized in that: The brake system (100) is used to execute the optimization method according to any one of claims 1 to 6, wherein the judgment module is configured to judge whether the piston hole of the pressure chamber unit assembly passes over the pressure sealing ring in the retreat direction (R) of the brake pedal after the brake pedal is released; If the judgment result is negative, the hydraulic circuit separation valve is opened and brake fluid is input into the pressure chamber of the pressure chamber unit assembly to avoid generation of negative pressure in the pressure chamber.

10. The vehicle braking system (100) according to claim 9, characterized in that: The braking system (100) further comprises a motor pressure-building simulation valve and a brake fluid reservoir (5), wherein the second end of the motor pressure-building simulation valve is connected to the brake fluid reservoir (5), the first end of the motor pressure-building simulation valve is connected to the second end of the hydraulic circuit separation valve, and the first end of the hydraulic circuit separation valve is connected to the pressure chamber of the pressure chamber unit assembly.

11. A vehicle, characterized in that: The vehicle has a vehicle braking system (100) according to claim 9 or 10.

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