Design method for connection of brake pedal and booster rod fork

Abstract

The invention discloses a design method for connecting a brake pedal and a booster rod fork, which at least comprises the following steps of: designing a point position of the brake pedal: determining a rotating center A of the brake pedal, and determining an initial position and a brake limit position of a connecting hole for assembling the brake pedal according to a brake stroke requirement; point position design of the booster rod fork: when the brake pedal is located at the initial position, concentrically aligning a butt joint hole in the booster rod fork with a connecting hole, and adjusting the stroke of the booster rod fork to check that the dislocation amount of the butt joint hole and the connecting hole is less than 1mm when the brake pedal is located at the brake limit position; the circle center B of the connecting hole in the brake pedal and the rotating center C of the booster are determined, and the included angles of the brake pedal and the booster in the working process are adjusted to be smaller than 1 degree according to the movement tracks of the brake pedal and the booster. According to the design method, the full-stroke dislocation of the brake pedal and the booster rod fork can be reduced, abrasion is reduced, the use safety is improved, and the service life of the brake pedal and the booster rod fork is prolonged.

Description

Technical Field

[0001] This application relates to the technical field of vehicle parts, and particularly to a design method for connecting a brake pedal and a booster rod fork. Background Art

[0002] The brake pedal is applicable to the driving end for vehicle braking and has a very high usage frequency during vehicle driving; the brake pedal is connected to the master cylinder and the booster through the booster rod fork, and when the driver steps on the brake pedal, it provides braking force for the vehicle's braking system. However, since the brake pedal and the booster rod fork have independent movement paths while being linked, and the end movement of the brake pedal is a fixed-point circular rotation, there will be changes in stroke and angle between the brake pedal and the booster rod fork during operation. At present, it is difficult to control the misalignment and angle of the positioning holes between the brake pedal and the booster rod fork when the brake pedal is at the initial position and the braking limit position of the brake pedal, resulting in problems such as abnormal wear in the brake pedal area, insufficient braking force, and even booster failure, which affect after-sales costs and driving safety.

[0003] Therefore, how to improve the service life and safety of the brake pedal and the booster rod fork during operation is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a design method for connecting a brake pedal and a booster rod fork to improve the service life and safety of the brake pedal and the booster rod fork during operation.

[0005] To achieve the above purpose, this application provides the following technical solutions:

[0006] A design method for connecting a brake pedal and a booster rod fork includes at least the following steps:

[0007] Brake pedal point design: Determine the rotation center A of the brake pedal on the vehicle, and determine the initial position and braking limit position of the connection hole on the brake pedal for assembling with the booster rod fork according to the braking stroke requirement of the brake pedal;

[0008] Booster rod fork point design: When the brake pedal is in the initial position, align the docking hole on the booster rod fork with the connection hole concentrically, and adjust the stroke of the booster rod fork to check that when the brake pedal is in the braking limit position, the misalignment amount between the docking hole and the connection hole is less than 1 mm;

[0009] Booster lever fork angle design: Determine the center B of the connection hole on the brake pedal and the rotation center C of the booster. According to the movement trajectories of the brake pedal and the booster lever fork, adjust the angle between the booster lever fork and the booster during operation to be less than 1 degree.

[0010] Preferably, in the above design method, the brake pedal position design step at least includes the following steps:

[0011] Determine the reference point: Based on the vehicle's ergonomic parameters, determine the position and angle of the operation surface of the brake pedal, and set the middle position of the operation surface as the reference point D;

[0012] Determine the distance relationship of the brake pedal: Make a tangent line of the operation surface with point D as the base point. Point A should be located on this tangent line, and AD is the length on one side of the rotation center of the brake pedal; the length on the other side of the rotation center of the brake pedal is AB. Determine the length relationship between AB and AD according to the rotation requirement of the brake pedal and the lever ratio formula: i = AD / AB;

[0013] Determine the position of the docking hole: According to the stroke of the brake pedal, when the brake pedal is in the initial position, align the docking hole with the connection hole to determine the design position of the docking hole.

[0014] Preferably, in the above design method, in the step of determining the distance relationship of the brake pedal, set the distance of AB as L and the distance of AD as (L×i) in the 3D design software to establish the dynamic adjustment relationship between AD and AB.

[0015] Preferably, in the above design method, the value of the lever ratio i is determined by matching the performance parameters of the vehicle's braking system. The performance parameters of the vehicle's braking system at least include the brake pedal operating force, the full stroke of the master cylinder booster, and the braking force regulations.

[0016] Preferably, in the above design method, the booster lever fork position design step at least includes the following steps:

[0017] Determine the full stroke k of the master cylinder booster: The starting point of the full stroke of the master cylinder booster is the center E of the docking hole on the booster lever fork, and the end point of the full stroke is point F, k = EF;

[0018] The booster lever fork performs a compound motion of circular motion and linear motion along its axial direction under the drive of the brake pedal.

[0019] Preferably, in the above design method, it further includes:

[0020] Determine the initial angle: Based on the circular motion trajectory G of the brake pedal, draw a tangent line starting from the rotation center C of the booster and tangent to the circle G. The tangent point is H, and the included angle ∠BCH is the initial angle between the booster rod fork and the booster during the working process;

[0021] Determine the limit angle: Starting from the end point F of the full stroke of the master cylinder booster, draw a line segment perpendicular to EF and intersecting the circle G at point J. The included angle ∠BCJ is the limit angle between the booster rod fork and the booster during the working process; both ∠BCH and ∠BCJ are less than 1 degree.

[0022] Preferably, in the above design method, the method for drawing the circular motion trajectory G of the brake pedal is as follows:

[0023] Taking the rotation center point A of the brake pedal as the center and the distance AB as the radius to generate the circular motion trajectory of the connection hole on the brake pedal.

[0024] Preferably, in the above design method, the following steps are further included:

[0025] Dynamically adjust the distance AB in the 3D design software to drive the structural change of the linkage system between the brake pedal and the booster rod fork, and real-time display the maximum misalignment amount between the docking hole and the connection hole under the full stroke, as well as the maximum included angle between the booster rod fork and the booster under the full stroke.

[0026] Preferably, in the above design method, the following steps are further included:

[0027] Adjust the rotation center A of the brake pedal on the whole vehicle and the rotation center C of the booster on the whole vehicle.

[0028] Preferably, in the above design method, the following steps are further included:

[0029] During the vehicle assembly stage, adjust the installation position and angle of the booster according to the optimized design parameters to ensure that the assembly error between the brake pedal and the booster rod fork is less than the process tolerance requirements.

[0030] As can be seen from the above technical solution, the design method for the connection between the brake pedal and the booster rod fork provided by this application first determines the rotation center of the brake pedal on the vehicle, and determines the structure of the brake pedal in combination with the dimensional requirements at both ends of the rotation center of the brake pedal and the requirement of the braking stroke. At the same time, the two positions of the connection hole on the brake pedal for assembling with the booster rod fork can be determined, namely the initial position and the braking limit position. Subsequently, the booster rod fork assembled with the brake pedal is designed. The booster rod fork mainly includes point position and angle design. Specifically, when the brake pedal is in the initial position, the docking hole on the booster rod fork is concentrically aligned with the connection hole to ensure that there is no misalignment between the two at the initial position. At the same time, the stroke of the booster rod fork is adjusted to check that when the brake pedal is in the braking limit position, the misalignment between the docking hole and the connection hole is less than 1 mm. By controlling the initial position and the maximum misalignment position, it is ensured that the misalignment between the booster rod fork and the brake pedal can be kept less than 1 mm throughout the entire stroke. The angle of the booster rod fork can first determine the center of the connection hole on the brake pedal and the rotation center of the booster. According to the movement trajectories of the brake pedal and the booster rod fork, the included angle between the booster rod fork and the booster during the working process is adjusted to be less than 1 degree to ensure that the difference in their movement trajectories will not be too large to cause wear and difficult operation problems, thereby improving the service life and safety during the operation of the brake pedal and the booster rod fork. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0032] Figure 1 Structural schematic diagram of the brake pedal provided by the embodiment of the present disclosure;

[0033] Figure 2 Structural schematic diagram of the booster rod fork assembled on the booster;

[0034] Figure 3 For Figure 1 and Figure 2 Assembly schematic diagram;

[0035] Figure 4 Detailed view of the position of the booster rod fork.

[0036] Wherein, 10 - brake pedal; 110 - connection hole; 120 - operation surface; 20 - booster rod fork; 210 - docking hole. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0037] The core of this application lies in disclosing a design method for the connection between a brake pedal and a booster lever fork, aiming to improve the service life and safety during the operation of the brake pedal and the booster lever fork.

[0038] To enable those skilled in the art to better understand the solution of this application, the embodiments of this application will be described below with reference to the accompanying drawings. In addition, the embodiments shown below do not impose any limitation on the invention described in the claims. Furthermore, all the contents of the configurations shown in the following embodiments are not limited to what is necessary for the solution of the invention described in the claims.

[0039] As Figure 1 and Figure 2 shown, the present disclosure provides a design method for the connection between a brake pedal and a booster lever fork. Specifically, the design method at least includes the following steps:

[0040] S01: Design of the brake pedal position: Determine the rotation center A of the brake pedal on the vehicle, and based on the braking stroke requirement of the brake pedal, determine the initial position and the braking limit position of the connection hole on the brake pedal for assembling with the booster lever fork.

[0041] First of all, it should be noted that the position and angle of the 10 - face of the brake pedal need to consider the operation convenience and comfort during customer use. Since it is a mechanical structure directly in contact with the driver, it belongs to a very important human - machine engineering design in vehicle development and requires priority in position design. The 10 - face of the brake pedal is specifically designed and matched by engineers in the vehicle layout department in strict accordance with the "Vehicle Pedal Human - Machine Engineering Design Specification". After determining the human - machine engineering position and angle of the 10 - face of the brake pedal with the engineers in the vehicle layout department, in 3D design software such as UG and CATIA, the determined human - machine engineering 10 - face of the brake pedal can be loaded into the design drawing according to the vehicle layout coordinate requirements, and at the same time, determine the rotation center of the brake pedal, that is, the mid - point position during the lever movement of the brake pedal 10, which is determined as point A. Based on point A and the braking stroke requirement of the brake pedal 10, the initial position and the braking limit position of the connection hole 110 on the brake pedal 10 for assembling with the booster lever fork 20 can be obtained.

[0042] S02: Design of the booster lever fork position: When the brake pedal is in the initial position, align the docking hole 210 on the booster lever fork with the connection hole concentrically, and adjust the stroke of the booster lever fork to check that when the brake pedal is in the braking limit position, the misalignment amount between the docking hole 210 and the connection hole is less than 1 mm.

[0043] S03: Design of the booster lever fork angle: Determine the center B of the connection hole on the brake pedal and the rotation center C of the booster. According to the movement trajectories of the brake pedal and the booster lever fork, adjust the included angle between the booster lever fork and the booster during operation to be less than 1 degree.

[0044] It should be noted that the brake pedal 10 is the basis of the transmission structure. After determining the position of the brake pedal 10 on the whole vehicle and the rotational braking stroke, the position and movement angle of the booster rod fork 20 connected thereto can be designed. In step S02, the position of the booster rod fork 20 is designed. According to the movement process of the brake pedal 10 and the booster rod fork 20, it can be known that the booster rod fork 20 has the largest misalignment amount at the initial position and the braking limit position of the brake pedal 10. Therefore, in this design method, when the brake pedal 10 is in the initial position, the docking hole 210 on the booster rod fork 20 is concentrically aligned with the connecting hole 110 for assembly, and when the brake pedal 10 is in the braking limit position, the positions of the docking hole 210 and the connecting hole 110 are checked. By adjusting the movement stroke of the booster rod fork 20, the misalignment amount between the docking hole 210 and the connecting hole 110 is less than 1 mm when the brake pedal 10 is in the braking limit position, so as to meet the requirement that the misalignment amount of the brake pedal 10 during the full movement process of the booster rod fork 20 is less than 1 mm, thereby reducing the wear risk of the brake pedal 10 and the booster rod fork 20 and improving their service life.

[0045] Similarly, since there is an angular change during the operation of the booster rod fork 20, and an excessive angular change will affect the transmission of the braking force and even cause the risk of braking failure. Therefore, in step S03, the design method provided by the present invention determines the center B of the connecting hole 110 on the brake pedal 10 and the rotation center C of the booster, so as to simulate the movement trajectories of the brake pedal 10 and the booster rod fork 20, and then the included angle between the booster rod fork 20 and the brake pedal 10 at each operating position. By adjusting the positions of the center B and the rotation center C, the operating paths of the booster rod fork 20 and the brake pedal 10 can be changed; on this basis, adjusting the included angle between the booster rod fork 20 and the booster during the working process to be less than 1 degree can reduce the component force generated by the working included angle of the two during braking, thereby reducing the loss of the braking force, avoiding affecting the vehicle braking, and improving the safety during the vehicle operation.

[0046] Furthermore, in the design method provided by the embodiment of the present invention, step S01 specifically includes at least the following steps:

[0047] S101: Determine the reference point: Based on the vehicle ergonomic parameters, determine the position and angle of the operation surface of the brake pedal, and set the middle position of the operation surface as the reference point D.

[0048] It should be noted that the reference point D for determining the middle position of the operation surface 120 is because the driver mostly acts vertically on the middle area of the operation surface 120 during operation. Therefore, for the position design of the brake pedal 10, it is necessary to determine the reference point for the middle area of the operation surface 120 of the brake pedal 10.

[0049] S102: Determine the relationship of the brake pedal distance: Take the tangent of the operating surface with point D as the base point. Point A should be located on this tangent line. AD is the length on one side of the rotation center on the brake pedal; the length on the other side of the rotation center on the brake pedal is AB. Determine the length relationship between AB and AD according to the rotation requirement of the brake pedal and the lever ratio formula: i = AD / AB.

[0050] That is, by adjusting the position of the rotation center of the brake pedal 10, after taking the tangent of the operating surface 120 with point D as the base point, the rotation center of the brake pedal 10 can be located on the tangent line, so as to ensure that the force applied by the driver can act perpendicular to the operating surface 120, and make the moment set along the radius of the rotation circle of the operating surface 120, thereby reducing the risk of the component force of the braking force and improving the accuracy of the braking operation.

[0051] S103: Determine the position of the docking hole 210: According to the stroke of the brake pedal, when the brake pedal is in the initial position, align the docking hole 210 with the connection hole to determine the design position of the docking hole 210.

[0052] It should be further noted that in step S102, the specific process is to set the distance of AB as L and the distance of AD as (L×i) in the 3D design software to establish the dynamic adjustment relationship between AD and AB, so that in the calibration adjustment step, only by adjusting the distance of AB, the dynamic adjustment of the distance of AD can be realized, which can be calculated in real time to improve the calibration efficiency, and enable the actual size status to be calculated in real time when the brake pedal 10 is simulated with different sizes during the design process, reducing the design complexity.

[0053] In addition, it should be noted that in step S102, the value of the lever ratio i is determined by matching the performance parameters of the vehicle's braking system. The performance parameters of the vehicle's braking system at least include the operating force of the brake pedal 10, the full stroke of the master cylinder booster, and the braking force regulations.

[0054] Furthermore, in the design method provided in the embodiment of the present invention, in steps S02 and S03, the design process of the booster rod fork 20 at least includes the following steps:

[0055] S201: Determine the full stroke k of the master cylinder booster: The starting point of the full stroke of the master cylinder booster is the center E of the docking hole 210 on the booster rod fork, and the end point of the full stroke is point F, k = EF.

[0056] It should be noted that the full stroke of the master cylinder booster is synchronized with the entire movement process of the brake pedal 10. That is, when the brake pedal 10 is in the initial position, the booster rod fork 20 on the booster is at the starting point of the full stroke, and when the brake pedal 10 is in the braking limit position, the booster rod fork 20 on the booster is at the end point of the full stroke. Therefore, the starting point of the full stroke of the master cylinder booster, that is, the position state when the brake pedal 10 is in the initial position. At this time, the booster rod fork 20 is assembled with the brake pedal 10, and the connection hole 110 is aligned with the docking hole 210. Therefore, the starting point is the center E of the docking hole 210 on the booster rod fork 20. After the movement path and stroke of the brake pedal 10 are determined, the end point F of the full stroke of the master cylinder booster can be simulated in the 3D software based on point E, and a dynamic change point related to point E is formed.

[0057] Meanwhile, it should be noted that the movement of the booster rod fork 20 is a compound movement. On the one hand, the booster rod fork 20 is assembled with the connection hole 110 on the brake pedal 10, and the connection hole 110 will perform a rotational movement around point A during the movement of the brake pedal 10. Therefore, the booster rod fork 20 will first perform a rotational movement. On the other hand, the booster rod fork 20 will also be subjected to a compressive force along its axial direction, resulting in a linear movement along its axial direction. Therefore, the movement process of the booster rod fork 20 is a compound movement. And it should be noted that the movement process of the booster rod fork 20 can also be simulated in the 3D software by determining the position of the brake pedal 10 and the assembly position of the booster.

[0058] S202: Determine the initial angle: As Figure 3 and Figure 4 shown, based on the circular motion trajectory G of the brake pedal, draw a tangent line starting from the rotation center C of the booster and tangent to the circle G. The tangent point is H, and the included angle ∠BCH is the initial included angle between the booster rod fork and the booster during the working process.

[0059] S203: Determine the limit angle: Starting from the end point F of the full stroke of the master cylinder booster, draw a line segment perpendicular to EF and intersecting the circle G at point J. The included angle ∠BCJ is the limit included angle between the booster rod fork and the booster during the working process; both ∠BCH and ∠BCJ are less than 1 degree.

[0060] It should be noted that within the full stroke range of the booster, based on the analysis of the movement trajectories of the brake pedal 10 and the booster, it can be known that the angle between the booster rod fork 20 and the booster rotation point during operation is the largest when the brake pedal 10 is at its initial position or the braking limit position of the brake pedal 10, and the angles in the intermediate process range are smaller than theirs. Therefore, it is only necessary to focus on analyzing the angles at the initial position of the brake pedal 10 or the braking limit position of the brake pedal 10; Steps S202 and S203 simulate the angles at the two limit positions to form ∠BCH and ∠BCJ based on the circle G, that is, the parameters of the circle G are adjusted in the 3D software, and the values of ∠BCH and ∠BCJ can change in real time. The circle G is the point position parameter of the brake pedal 10. Furthermore, during the process of the designer adjusting the parameters of the brake pedal 10, the real-time parameter changes of ∠BCH and ∠BCJ are realized. Combining the foregoing embodiments, that is, through the rotation requirement of the brake pedal 10 and the length relationship between AB and AD determined by the lever ratio formula: i = AD / AB, the designer can realize the parameter changes at subsequent positions by adjusting a single parameter of AB, and perform a rationality check, thereby improving the design efficiency.

[0061] It should be noted that the above design method realizes that after determining the rotation centers of the brake pedal 10 and the booster, by adjusting the structural length on one side of the rotation center A on the brake pedal 10, that is, AB, the changes of various parameters of the brake pedal 10 and the booster rod fork 20 are realized to perform a reasonable structural design; and in some working conditions, when the rotation center A of the brake pedal 10 on the vehicle and the rotation center C of the booster on the vehicle are set unreasonably, it is difficult to make the running misalignment and running angle of the booster rod fork 20 within a reasonable range only by adjusting AB. Therefore, this design method further includes the steps:

[0062] S204: Adjust the rotation center A of the brake pedal on the vehicle and the rotation center C of the booster on the vehicle.

[0063] That is, by re - performing the rotation centers of one or both of the brake pedal 10 and the booster, the parameter settings are re - performed and the structural design is carried out.

[0064] Based on the above - mentioned embodiment, the drawing method of the movement trajectory circle G of the brake pedal 10 is: taking the rotation center point A of the brake pedal 10 as the center of the circle and the distance of AB as the radius, the circular motion trajectory of the connection hole 110 on the brake pedal 10 can be generated.

[0065] It should be further noted that the design method provided by the embodiments of the present invention further includes the following steps: in the vehicle assembly stage, adjust the installation position and angle of the booster according to the optimized design parameters to ensure that the assembly error between the brake pedal 10 and the booster rod fork 20 is less than the process tolerance requirement, so as to improve the assembly convenience. Moreover, since there is no misalignment in the assembly of the brake pedal 10 and the booster rod fork 20 at the initial position of the brake pedal 10, and the misalignment is extremely small at the braking limit position of the brake pedal 10, when the brake pedal 10 pushes the booster to work, there is almost no abnormal wear of the relevant parts inside the booster, ensuring the working durability of the booster.

[0066] It should be noted that for the sake of convenience of description, only the parts related to the relevant invention are shown in the drawings. Without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0067] As shown in the present invention and the claims, unless the context clearly indicates an exception, words such as "a", "an", "one" and / or "the" are not specifically singular and may also include plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of the clearly identified steps and elements, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements. An element defined by the statement "comprising one..." does not exclude the existence of another identical element in the process, method, commodity or device including the element.

[0068] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0069] The above description is only for the preferred embodiments of the present invention and the explanation of the applied technical principles, and is not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. The scope of the invention involved in the present invention is not limited to the technical solutions formed by the specific combination of the above technical features, and should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above inventive concept. For example, the technical solutions formed by the mutual replacement of the above features and the technical features (but not limited to) disclosed in the present invention with similar functions.

Claims

1. A design method for connecting a brake pedal with a booster rod fork, characterized in that: At least the following steps are included: Brake pedal position design: determine the rotation center A of the brake pedal on the vehicle, and determine the initial position and braking limit position of the connection hole on the brake pedal for assembling the booster rod fork according to the braking travel requirements of the brake pedal; Booster rod fork point design: when the brake pedal is in the initial position, align the docking hole on the booster rod fork with the connecting hole concentrically, and adjust the stroke of the booster rod fork to check that when the brake pedal is in the braking limit position, the misalignment between the docking hole and the connecting hole is less than 1mm; Booster rod fork angle design: determine the center B of the connecting hole on the brake pedal and the rotation center C of the booster, and according to the movement trajectory of the brake pedal and the booster rod fork, adjust the angle between the booster rod fork and the booster during the working process to be less than 1 degree.

2. The design method for connecting the brake pedal and the booster rod fork according to claim 1, characterized in that: The brake pedal point design step at least includes the following steps: Determine the reference point: determine the position and angle of the brake pedal operating surface based on the vehicle ergonomic parameters, and set the middle position of the operating surface as the reference point D; Determine the distance relationship of the brake pedal: D is used as the base point to draw a tangent to the operating surface. Point A must be located on the tangent. AD is the length of one side of the rotation center of the brake pedal. The length of the other side of the rotation center of the brake pedal is AB. The length relationship between AB and AD is determined based on the rotation requirements of the brake pedal and the formula of the lever ratio i: i=AD / AB; Determine the position of the docking hole: according to the stroke of the brake pedal, when the brake pedal is at the initial position, align the docking hole with the connecting hole to determine the design position of the docking hole.

3. The design method for connecting the brake pedal and the booster rod fork as claimed in claim 2, characterized in that: In the step of determining the brake pedal distance relationship, the AB distance is set to L and the AD distance is set to (L×i) in the three-dimensional design software to establish a dynamic adjustment relationship between AD and AB.

4. The design method for connecting the brake pedal and the booster rod fork as claimed in claim 3, characterized in that: The value of the lever ratio i is determined by matching the performance parameters of the vehicle braking system, and the performance parameters of the vehicle braking system at least include the brake pedal operating force, the full stroke of the master cylinder booster and the braking force regulations.

5. The design method for connecting the brake pedal and the booster rod fork as claimed in claim 1, characterized in that: The booster rod fork point design step at least includes the following steps: Determine the full stroke k of the master cylinder booster: the starting point of the full stroke of the master cylinder booster is the center E of the docking hole on the booster rod fork, and the end point of the full stroke is point F, k=EF; The booster rod fork performs a composite motion of a circular motion and a linear motion along its axial direction under the driving of the brake pedal.

6. The design method for connecting the brake pedal and the booster rod fork as claimed in claim 5, characterized in that: Also includes: Determine the initial angle: Based on the brake pedal motion trajectory circle G, draw a tangent line tangent to the circle G with the rotation center C of the booster as the starting point, the tangent point is H, and the angle ∠BCH is the initial angle between the booster rod fork and the booster during the working process; Determine the limit angle: Take the end point F of the full stroke of the master cylinder booster as the starting point, draw a line segment perpendicular to EF and compare it with circle G at point J. The angle ∠BCJ is the limit angle between the booster rod fork and the booster during the working process; ∠BCH and ∠BCJ are both less than 1 degree.

7. The design method for connecting the brake pedal and the booster rod fork as claimed in claim 6, characterized in that: The method for drawing the motion trajectory circle G of the brake pedal is: The circular motion trajectory of the connecting hole on the brake pedal is generated by taking the rotation center point A of the brake pedal as the center of the circle and the distance AB as the radius.

8. The design method for connecting the brake pedal and the booster rod fork as claimed in claim 3, characterized in that: The following steps are also included: The distance between AB is dynamically adjusted in the three-dimensional design software to drive the structural changes of the linkage system between the brake pedal and the booster rod fork, and the maximum misalignment between the docking hole and the connecting hole in the full stroke, as well as the maximum angle between the booster rod fork and the booster in the full stroke are displayed in real time.

9. The design method for connecting the brake pedal and the booster rod fork as claimed in claim 8, characterized in that: The following steps are also included: Adjust the rotation center A of the brake pedal on the vehicle and the rotation center C of the booster on the vehicle.

10. The design method for connecting the brake pedal and the booster rod fork according to any one of claims 1 to 9, characterized in that: The following steps are also included: During the vehicle assembly stage, the booster installation position and angle are adjusted according to the optimized design parameters to ensure that the assembly error between the brake pedal and the booster rod fork is less than the process tolerance requirement.

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