Electric control adjustable pedal simulator

Abstract

The invention discloses an electric control adjustable pedal simulator. Comprising a brake pedal, a main cylinder structure, a first auxiliary cylinder structure, a second auxiliary cylinder structure, a pressure sensor, a normally open solenoid valve and a controller. The main cylinder structure comprises a main cavity and a main cylinder piston; the first auxiliary cylinder structure comprises a first auxiliary cavity and a first auxiliary cylinder piston; the second auxiliary cavity structure comprises a second auxiliary cavity and a first auxiliary cylinder piston; the main cylinder piston is fixedly connected with the input push rod and used for moving towards the bottom of the main cavity after the brake pedal is stepped down so as to drive the first auxiliary cylinder piston to move towards the bottom of the first auxiliary cavity and drive the second auxiliary cylinder piston to move towards the bottom of the second auxiliary cavity. The pressure sensor is used for acquiring hydraulic information of the main cavity; the controller is in communication connection with the pressure sensor and the normally-open electromagnetic valve and used for controlling the disconnection time of the normally-open electromagnetic valve according to the hydraulic information and preset hydraulic information, and then the pedal total stroke of the electric control adjustable pedal simulator is controlled. The pedal feeling can be adjusted without replacing hardware.

Description

Technical Field

[0001] The present invention relates to the technical field of pedal simulators, in particular to an electrically controlled adjustable pedal simulator. Background Art

[0002] Brake pedal feel in traditional vehicles is provided by the vacuum booster and the hydraulic pressure of the brake master cylinder. Pedal feel generally refers to the relationship between the driver's pedal force, pedal travel, and the resulting vehicle deceleration.

[0003] With the development of the times, new energy vehicles mostly use electronically controlled boosters. Especially with the emergence of wire-controlled brakes, the brake pedal and brake hydraulic pressure can be decoupled. However, a special pedal feel simulator is needed to provide pedal feel, that is, to simulate the relationship between pedal travel and pedal force.

[0004] Currently, pedal simulators used in conjunction with wire-controlled brake systems can only simulate one pedal feel and cannot switch between different relationships between pedal travel and pedal force. If the relationship between pedal force and travel is to be switched, the mechanical hardware needs to be replaced, which is costly. Summary of the Invention

[0005] The present invention provides an electrically controlled adjustable pedal simulator to solve the problem that in existing pedal simulators, mechanical hardware needs to be replaced if the relationship between pedal force and stroke is to be switched.

[0006] An embodiment of the present invention provides an electronically controlled adjustable pedal simulator, comprising a brake pedal assembly, a master cylinder structure, a first auxiliary cylinder structure, a second auxiliary cylinder structure, a pressure sensor, a normally open solenoid valve, and a controller;

[0007] The brake pedal assembly includes a brake pedal and an input push rod fixedly connected to the brake pedal;

[0008] The master cylinder structure includes a master chamber and a master cylinder piston slidably disposed in the master chamber and fixedly connected to the input push rod;

[0009] The first auxiliary cylinder structure includes a first auxiliary chamber and a first auxiliary cylinder piston slidably disposed in the first auxiliary chamber;

[0010] The second auxiliary chamber structure includes a second auxiliary chamber and a first auxiliary cylinder piston slidably disposed in the second auxiliary chamber;

[0011] The main chamber is communicated with the first auxiliary chamber and the second auxiliary chamber respectively; the master cylinder piston is used to move toward the bottom of the main chamber after the brake pedal is depressed, so that the brake fluid in the main chamber flows to the first auxiliary chamber and the second auxiliary chamber respectively, thereby driving the first auxiliary cylinder piston to move toward the bottom of the first auxiliary chamber and the second auxiliary cylinder piston to move toward the bottom of the second auxiliary chamber;

[0012] The pressure sensor is used to obtain the hydraulic pressure information of the main chamber; the normally open solenoid valve is located in the channel connecting the main chamber and the second auxiliary chamber;

[0013] The controller is respectively connected to the pressure sensor and the normally open solenoid valve for controlling the disconnection time of the normally open solenoid valve according to the hydraulic information and the preset hydraulic information, thereby controlling the full pedal stroke of the electronically controlled adjustable pedal simulator.

[0014] Optionally, the controller is further configured to control the opening of the normally open solenoid valve when it is turned on according to a preset damping sense.

[0015] Optionally, the electrically controlled adjustable pedal simulator further includes a one-way valve;

[0016] The first auxiliary chamber is connected to the second auxiliary chamber; the one-way valve is located in the passage connecting the first auxiliary chamber and the second auxiliary chamber;

[0017] The one-way valve includes an on state and an off state;

[0018] In the conduction state, the first pressure of the first auxiliary chamber, the second pressure of the second auxiliary chamber, and the opening pressure of the one-way valve satisfy the following corresponding relationship: SP2-SP1>CP, where SP1 represents the first pressure, SP2 represents the second pressure, and CP represents the opening pressure;

[0019] In the disconnected state, the first pressure of the first auxiliary chamber, the second pressure of the second auxiliary chamber, and the opening pressure of the one-way valve satisfy the following corresponding relationship: SP2-SP1≤CP.

[0020] Optionally, the master cylinder structure further includes a master cylinder spring disposed between the master cylinder piston and the bottom of the master chamber; when the master cylinder piston moves toward the bottom of the master chamber, the master cylinder spring is compressed to generate resistance to prevent the master cylinder piston from moving;

[0021] The first auxiliary cylinder structure further includes a first auxiliary cylinder piston cap disposed at the bottom of the first auxiliary chamber and a first auxiliary cylinder spring disposed between the first auxiliary cylinder piston and the first auxiliary cylinder piston cap; when the first auxiliary cylinder piston moves toward the bottom of the first auxiliary chamber, the first auxiliary cylinder spring is compressed to generate resistance to prevent the first auxiliary cylinder piston from moving;

[0022] The second auxiliary cylinder structure also includes a second auxiliary cylinder piston cap arranged at the bottom of the second auxiliary chamber and a second auxiliary cylinder spring arranged between the second auxiliary cylinder piston and the second auxiliary cylinder piston cap; in the process of the second auxiliary cylinder piston moving toward the bottom of the second auxiliary chamber, the second auxiliary cylinder spring is compressed to generate resistance to prevent the movement of the second auxiliary cylinder piston.

[0023] Optionally, the first auxiliary cylinder structure further includes a first elastic limiting component and a first guide rod;

[0024] The first elastic limiting component is provided on a side of the first auxiliary cylinder piston close to the first auxiliary cylinder piston cap, and the first guide rod is provided on a side of the first auxiliary cylinder piston cap facing the first auxiliary cylinder piston;

[0025] During the movement of the first auxiliary cylinder piston toward the bottom of the first auxiliary chamber, after the movement stroke of the first auxiliary cylinder piston exceeds the first preset stroke, the first elastic limiting component contacts the first guide rod and generates resistance to prevent the movement of the first auxiliary cylinder piston.

[0026] Optionally, the first auxiliary cylinder structure further includes a first spring seat and a third auxiliary cylinder spring;

[0027] The first end of the first spring seat is slidably set on the first guide rod; the third auxiliary cylinder spring is set between the first end and the first auxiliary cylinder piston cap; the first auxiliary cylinder spring is set between the first auxiliary cylinder piston and the second end of the first spring seat; the elastic coefficient of the first auxiliary cylinder spring is greater than the elastic coefficient of the third auxiliary cylinder spring.

[0028] Optionally, the second auxiliary cylinder structure further includes a second elastic limiting component and a second guide rod;

[0029] The second elastic limiting component is provided on a side of the second auxiliary cylinder piston close to the second auxiliary cylinder piston cap, and the second guide rod is provided on a side of the second auxiliary cylinder piston cap facing the second auxiliary cylinder piston;

[0030] During the movement of the second auxiliary cylinder piston toward the bottom of the second auxiliary chamber, after the movement stroke of the second auxiliary cylinder piston exceeds the second preset stroke, the second elastic limiting component contacts the second guide rod and generates resistance to prevent the movement of the second auxiliary cylinder piston.

[0031] Optionally, the second auxiliary cylinder structure further includes a second spring seat and a fourth auxiliary cylinder spring;

[0032] The second end of the second spring seat is slidably arranged on the second guide rod; the fourth auxiliary cylinder spring is arranged between the second end and the second auxiliary cylinder piston cap; the second auxiliary cylinder spring is arranged between the second auxiliary cylinder piston and the second end of the second spring seat; the elastic coefficient of the second auxiliary cylinder spring is greater than the elastic coefficient of the fourth auxiliary cylinder spring.

[0033] Optionally, the master cylinder structure further includes a master cylinder body and a master cylinder sealing ring; the master cylinder sealing ring is embedded in the master cylinder body and contacts the master cylinder piston;

[0034] The first auxiliary cylinder structure further includes a first auxiliary cylinder body and a first auxiliary cylinder sealing ring; the first auxiliary cylinder sealing ring is embedded in the first auxiliary cylinder body and contacts the first auxiliary cylinder piston;

[0035] The second auxiliary cylinder structure further includes a second auxiliary cylinder body and a second auxiliary cylinder sealing ring; the second auxiliary cylinder sealing ring is embedded in the second auxiliary cylinder body and contacts the second auxiliary cylinder piston.

[0036] Optionally, the first auxiliary cylinder structure further includes a first auxiliary cylinder body and a first auxiliary cylinder piston cap sealing ring; the first auxiliary cylinder piston cap sealing ring is embedded in the first auxiliary cylinder body and contacts the first auxiliary cylinder piston cap;

[0037] The second auxiliary cylinder structure further includes a second auxiliary cylinder body and a second auxiliary cylinder piston cap sealing ring; the second auxiliary cylinder piston cap sealing ring is embedded in the second auxiliary cylinder body and contacts the second auxiliary cylinder piston cap.

[0038] The technical solution of the embodiment of the present invention is to set a normally open solenoid valve in the channel connecting the main chamber and the second auxiliary chamber, and set a controller to control the disconnection time of the normally open solenoid valve according to the hydraulic information of the main chamber obtained and the preset hydraulic information. The disconnection time of the normally open solenoid valve can be changed only by setting different preset pressure information, and the stroke involved in the second auxiliary chamber can be changed, and the full pedal stroke of the electrically controlled adjustable pedal simulator can be changed, thereby changing the relationship between the pedal force and the stroke. The relationship between the pedal force and the pedal stroke can be switched without replacing the mechanical hardware, which is low cost and can also achieve stepless adjustment of the pedal feel.

[0039] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0041] Figure 1 A schematic structural diagram of an electrically controlled adjustable pedal simulator provided by an embodiment of the present invention;

[0042] Figure 2 A schematic diagram of the fluid flow direction in an electronically controlled adjustable pedal simulator after the brake pedal is depressed, provided by an embodiment of the present invention;

[0043] Figure 3 A schematic diagram of the liquid flow direction in an electrically controlled adjustable pedal simulator after a normally open solenoid valve is disconnected, provided by an embodiment of the present invention;

[0044] Figure 4 A schematic diagram of the relationship between pedal force and pedal stroke under different preset hydraulic information provided by an embodiment of the present invention;

[0045] Figure 5 A schematic diagram of the relationship between pedal force and pedal stroke at different normally open solenoid valve openings at the same pedaling speed (e.g., 200 mm / s) provided by an embodiment of the present invention;

[0046] Figure 6 A schematic diagram of the fluid flow in an electronically controlled adjustable pedal simulator after the brake pedal is released, provided by an embodiment of the present invention;

[0047] Figure 7 A schematic diagram of the fluid flow in an electronically controlled adjustable pedal simulator after the brake pedal is released and the one-way valve is turned on, provided by an embodiment of the present invention;

[0048] Figure 8 A schematic diagram of the fluid flow in an electronically controlled adjustable pedal simulator after the brake pedal is released, the one-way valve is disconnected, and the normally open solenoid valve is turned on, provided by an embodiment of the present invention;

[0049] Figure 9A schematic diagram of the fluid flow in an electronically controlled adjustable pedal simulator provided by an embodiment of the present invention when a one-way valve is not disconnected during the process of depressing the brake pedal and the brake pedal is released. DETAILED DESCRIPTION

[0050] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0051] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way are interchangeable where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or are inherent to these processes, methods, products or devices. The directions or positional relationships indicated by the terms "upper", "lower", "left", "right", etc. are based on the directions or positional relationships shown in the drawings and are only used to illustrate the relative positional relationships between the various components or components, and do not particularly limit the specific installation directions of the various components or components.

[0052] Figure 1 A schematic diagram of the structure of an electronically controlled adjustable pedal simulator provided by an embodiment of the present invention, referring to Figure 1 The electronically controlled adjustable pedal simulator in an embodiment of the present invention includes a brake pedal assembly 10, a master cylinder structure 20, a first auxiliary cylinder structure 30, a second auxiliary cylinder structure 40, a pressure sensor 50, a normally open solenoid valve 60 and a controller 70. The brake pedal assembly 10 includes a brake pedal 11 and an input push rod 12 fixedly connected to the brake pedal 11. The master cylinder structure 20 includes a main chamber 21 and a main cylinder piston 22 slidably disposed in the main chamber 21 and fixedly connected to the input push rod 12. The first auxiliary cylinder structure 30 includes a first auxiliary chamber 31 and a first auxiliary cylinder piston 32 slidably disposed in the first auxiliary chamber 31. The second auxiliary cylinder structure 40 includes a second auxiliary chamber 41 and a second auxiliary cylinder piston 42 slidably disposed in the second auxiliary chamber 41.

[0053] The main chamber 21 is connected to the first auxiliary chamber 31 and the second auxiliary chamber 41. The master cylinder piston 22 is configured to move toward the bottom of the main chamber 21 when the brake pedal 11 is depressed, causing the brake fluid in the main chamber 21 to flow to the first auxiliary chamber 31 and the second auxiliary chamber 41, respectively. This drives the first auxiliary cylinder piston 32 to move toward the bottom of the first auxiliary chamber 31 and the second auxiliary cylinder piston 42 to move toward the bottom of the second auxiliary chamber 41.

[0054] The pressure sensor 50 is used to obtain hydraulic pressure information from the main chamber 21. A normally open solenoid valve 60 is located in the passage connecting the main chamber 21 and the second auxiliary chamber 41. A controller 70 is in communication with the pressure sensor 50 and the normally open solenoid valve 60, respectively. It is used to control the disconnection time of the normally open solenoid valve 60 based on the hydraulic pressure information and preset hydraulic pressure information, thereby controlling the full pedal travel of the electronically controlled adjustable pedal simulator.

[0055] Figure 2 A schematic diagram of the liquid flow direction in an electronically controlled adjustable pedal simulator after the brake pedal is depressed according to an embodiment of the present invention, with reference to Figure 2 When the driver depresses the brake pedal 11, the brake pedal 11 pushes the master cylinder piston 22 forward via the input push rod 12, thereby compressing the brake fluid in the master chamber 21 and generating hydraulic pressure. The detection end of the pressure sensor 50 contacts the master chamber 21 and can detect the hydraulic pressure information in the master chamber 21. The hydraulic pressure generated by the forward movement of the master cylinder piston 22 not only pushes a portion of the brake fluid in the master chamber 21 to flow into the first auxiliary chamber 31 through the passage connecting the main chamber 21 and the first auxiliary chamber 31, but also flows to the normally open solenoid valve 60 through the passage connecting the main chamber 21 and the second auxiliary chamber 41. It should be noted that the normally open solenoid valve 60 is in a conductive state when the controller 70 does not energize the normally open solenoid valve 60. Therefore, the brake fluid flowing into the normally open solenoid valve 60 will continue to flow into the second auxiliary chamber 41.

[0056] refer to Figure 1It should be noted that the first auxiliary chamber 31 includes a first sub-auxiliary chamber 31A and a second sub-auxiliary chamber 31B. The first sub-auxiliary chamber 31A is located between the first auxiliary cylinder piston 32 and the top of the first auxiliary chamber 31, and the second sub-auxiliary chamber 31B is located between the first auxiliary cylinder piston 32 and the bottom of the first auxiliary chamber 31. The first sub-auxiliary chamber 31A and the second sub-auxiliary chamber 31B are separated by the first auxiliary cylinder piston 32 and are not connected. In the process of the master cylinder piston 22 moving to the bottom of the main chamber 21, the brake fluid in the main chamber 21 flows to the first sub-auxiliary chamber 31A of the first auxiliary chamber 31. The second auxiliary chamber 41 includes a third sub-auxiliary chamber 41A and a fourth sub-auxiliary chamber 41B. The third sub-auxiliary chamber 41A is located between the first auxiliary cylinder piston 32 and the top of the second auxiliary chamber 41. The fourth sub-auxiliary chamber 41B is located between the first auxiliary cylinder piston 32 and the bottom of the second auxiliary chamber 41. The third sub-auxiliary chamber 41A and the fourth sub-auxiliary chamber 41B are separated by the first auxiliary cylinder piston 32 and are not connected. In the process of the master cylinder piston 22 moving to the bottom of the main chamber 21, the brake fluid in the main chamber 21 flows to the third sub-auxiliary chamber 41A of the second auxiliary chamber 41.

[0057] The brake fluid flowing into the first sub-auxiliary chamber 31A will push the first auxiliary cylinder piston 32 downward until it reaches its maximum stroke S1. The brake fluid flowing into the third sub-auxiliary chamber 41A will push the second auxiliary cylinder piston 42 downward until it reaches its maximum stroke S2. It can be understood that if the normally open solenoid valve 60 is always in the on state during the process of the driver stepping on the brake pedal 11, the hydraulic pressure of the main chamber 21, the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A are equal. At this time, the full pedal stroke of the electronically controlled adjustable pedal simulator is the sum of the maximum stroke S1 of the first auxiliary cylinder piston 32 and the maximum stroke S2 of the second auxiliary cylinder piston 42 (i.e. S1+S2). At this time, the relationship between the pedal force and the pedal stroke of the adjustable pedal simulator can be as follows: Figure 4 As shown by the middle curve T1, the pedal travel range of the adjustable pedal simulator is the largest.

[0058] Figure 3 A schematic diagram of the liquid flow direction in an electrically controlled adjustable pedal simulator after a normally open solenoid valve is disconnected according to an embodiment of the present invention, with reference to FIG. Figure 3, if the driver steps on the brake pedal 11, the controller 70 is set to energize the normally open solenoid valve 60 when the hydraulic pressure information of the main chamber 21 reaches the preset hydraulic pressure information, and then close the normally open solenoid valve 60. After the normally open solenoid valve 60 is disconnected, no brake fluid will enter the third sub-auxiliary chamber 41A, and the stroke of the second auxiliary cylinder piston 42 will no longer change. At this time, the stroke of the second auxiliary cylinder piston 42 is S21, and the hydraulic pressure of the third sub-auxiliary chamber 41A is the set hydraulic pressure information and remains unchanged. Afterwards, if the driver continues to step on the brake pedal 11, the brake fluid in the main chamber 21 will only flow to the first sub-auxiliary chamber 31A through the channel connecting the main chamber 21 and the first sub-auxiliary chamber 31A until the first auxiliary cylinder piston 32 reaches its maximum stroke S1. At this time, the full pedal stroke of the electronically controlled adjustable pedal simulator is the sum of the maximum stroke S1 of the first auxiliary cylinder piston 32 and the stroke S21 of the second auxiliary cylinder piston 42 (i.e., S1+S21). At this time, the relationship between the pedal force and pedal stroke of the adjustable pedal simulator can be as follows Figure 4 As shown in the curve T2-T(n-1), different preset hydraulic information corresponds to different curves. Theoretically, there can be countless relationships between the pedal force and the pedal stroke of the adjustable pedal simulator in the embodiment of the present invention, and stepless adjustment of the pedal feel can be achieved within a certain range.

[0059] If the normally open solenoid valve 60 is closed at the moment the driver just steps on the brake pedal 11, the full pedal stroke of the electronically controlled adjustable pedal simulator is the maximum stroke S1 of the first auxiliary cylinder piston 32. At this time, the relationship between the pedal force and the pedal stroke of the adjustable pedal simulator can be as follows: Figure 4 As shown by the middle curve Tn, the pedal travel range of the adjustable pedal simulator is the smallest.

[0060] It can be understood that the maximum and minimum pedal stroke ranges of the adjustable pedal simulator can also be achieved by setting preset hydraulic information. Specifically, when the pedal stroke range of the adjustable pedal simulator is at its maximum, the preset hydraulic information can be set to a value that exceeds the maximum hydraulic pressure of the cavity; when the pedal stroke range of the adjustable pedal simulator is at its minimum, the preset hydraulic information can be set to zero.

[0061] The technical solution of the embodiment of the present invention is to set a normally open solenoid valve 60 in the channel connecting the main chamber 21 and the second auxiliary chamber 41, and set a controller 70 to control the disconnection time of the normally open solenoid valve 60 according to the hydraulic information of the main chamber 21 and the preset hydraulic information. The disconnection time of the normally open solenoid valve 60 can be changed only by setting different preset pressure information, and the stroke involved in the second auxiliary chamber 41 can be changed, and the full stroke of the electrically controlled adjustable pedal simulator can be changed, thereby changing the relationship between the pedal force and the stroke. The relationship between the pedal force and the stroke can be switched without replacing the mechanical hardware, which is low cost and can also achieve stepless adjustment of the pedal feel.

[0062] Optional, reference Figure 1 The controller 70 in the embodiment of the present invention is further configured to control the opening of the normally open solenoid valve 60 when it is turned on according to a preset damping sense.

[0063] To better meet the user's requirements for pedal damping feel, the embodiment of the present invention also provides a controller 70 that can control the opening of the normally open solenoid valve 60 when it is turned on according to the user's requirements for pedal damping feel (ie, the preset damping feel). Figure 5 A schematic diagram of the relationship between pedal force and pedal stroke at different normally open solenoid valve openings at the same pedaling speed (e.g., 200 mm / s) provided by an embodiment of the present invention. Figure 5 The only variable between the different curves TS1-TSn is the opening degree when the normally open solenoid valve 60 is turned on. Other conditions (preset hydraulic information, i.e. the full stroke of the electronically controlled adjustable pedal simulator) are the same. The opening degree can be determined by controlling the voltage or current to the normally open solenoid valve 60.

[0064] Optional, reference Figure 1 , the electrically controlled adjustable pedal simulator in the example of the present invention may further include a one-way valve 80. The first auxiliary chamber 31 is connected to the second auxiliary chamber 41. The one-way valve 80 is located in a channel connecting the first auxiliary chamber 31 and the second auxiliary chamber 41. The one-way valve 80 includes an on state and an off state. In the on state, the first pressure of the first auxiliary chamber 31, the second pressure of the second auxiliary chamber 41 and the opening pressure of the one-way valve 80 satisfy the following corresponding relationship: SP2-SP1>CP, wherein SP1 represents the first pressure, SP2 represents the second pressure, and CP represents the opening pressure. In the off state, the first pressure of the first auxiliary chamber 31, the second pressure of the second auxiliary chamber 41 and the opening pressure of the one-way valve 80 satisfy the following corresponding relationship: SP2-SP1≤CP.

[0065] Specifically, refer to Figure 1 , the first sub-auxiliary chamber 31A of the first auxiliary chamber 31 is connected to the third sub-auxiliary chamber 41A of the second auxiliary chamber 41. The one-way valve 80 is located in the channel connecting the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A. The on-off state of the one-way valve 80 is determined by the pressure difference between the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A. It should be noted that the pressures of the first sub-auxiliary chamber 31A and the second sub-auxiliary chamber 31B are equal, and the first pressure of the first auxiliary chamber 31 refers to the pressure of the first sub-auxiliary chamber 31A or the pressure of the second sub-auxiliary chamber 31B. The pressures of the third sub-auxiliary chamber 41A and the fourth sub-auxiliary chamber 41B are equal, and the second pressure of the second auxiliary chamber 41 refers to the pressure of the third sub-auxiliary chamber 41A or the pressure of the fourth sub-auxiliary chamber 41B.

[0066] Exemplary, reference Figure 1The one-way valve 80 in this embodiment of the present invention includes a one-way valve spool 81, a one-way valve spring 82, and a one-way valve cover 83. In the disconnected state, the one-way valve spring 82 is slightly compressed, and the one-way valve spool 80 blocks the passage connecting the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A. In the connected state, the one-way valve spring 82 is highly compressed, and the one-way valve spool 80 does not block the passage connecting the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A.

[0067] When the driver first depresses the brake pedal 11, if the normally open solenoid valve 60 is in the on state, the pressures in the main chamber 21, the first auxiliary sub-chamber 31A, and the third auxiliary sub-chamber 41A are equal (i.e., SP2 = SP1), and the one-way valve 80 is in the off state. If the normally open solenoid valve 60 is in the off state, the pressures in the main chamber 21 and the first auxiliary sub-chamber 31A are equal, and the pressure in the third auxiliary sub-chamber 41A is lower than the pressure in the first auxiliary sub-chamber 31A (i.e., SP2 - SP1 < 0), and the one-way valve 80 remains in the off state.

[0068] Figure 6 A schematic diagram of the fluid flow in an electronically controlled adjustable pedal simulator after the brake pedal is released provided by an embodiment of the present invention. Figure 7 A schematic diagram of the fluid flow in an electronically controlled adjustable pedal simulator after the brake pedal is released and the one-way valve is turned on, provided by an embodiment of the present invention. Figure 8 A schematic diagram of the fluid flow in an electronically controlled adjustable pedal simulator after the brake pedal is released, the one-way valve is disconnected, and the normally open solenoid valve is turned on, provided by an embodiment of the present invention. Figure 6 、 Figure 7 and Figure 8 In the embodiment shown, the full pedal stroke, i.e., the pedal feel, of the electronically controlled adjustable pedal simulator is adjusted by closing the normally open solenoid valve 60 during the process of the driver stepping on the brake pedal 11. Then, when the driver releases the brake pedal 11, the flow direction of the brake fluid is as follows: Figure 6 As shown, the brake fluid in the first sub-auxiliary chamber 31A flows back to the main chamber 21 through the channel connecting the cavity and the first sub-auxiliary chamber 31A. At this time, the third sub-auxiliary chamber 41A is in a closed state, and the internal pressure of the third sub-auxiliary chamber 41A is the above-mentioned second pressure SP2. Assuming that the preset opening pressure of the one-way valve 80 is CP, when the pressure difference of SP2-SP1 can open the one-way valve 80, that is, when SP2-SP1>CP, the one-way valve 80 is opened by the pressure difference, and the brake fluid in the third sub-auxiliary chamber 41A will flow back to the main chamber 21 through the channel connecting the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A and the channel connecting the first sub-auxiliary chamber 31A and the main chamber 21. The brake fluid in the first sub-auxiliary chamber 31A continues to flow back to the main chamber 21 through the channel connecting the first sub-auxiliary chamber 31A and the main chamber 21, as shown in FIG. Figure 7However, when the pressure sensor 50 detects that the hydraulic pressure information of the main chamber 21 is equal to the opening pressure CP of the one-way valve 80, the pressure difference across the one-way valve 80 is insufficient to open the one-way valve 80, and the controller 70 controls the normally open solenoid valve 60 to open. At this time, the one-way valve 80 is closed, and the brake fluid in the third sub-auxiliary chamber 41A flows back to the main chamber 21 through the channel connecting the third sub-auxiliary chamber 41A and the main chamber 21, as shown. Figure 8 As shown, finally, the brake fluid in the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A will all flow back to the main chamber 21 .

[0069] Figure 9 A schematic diagram of the liquid flow direction in an electronically controlled adjustable pedal simulator provided by an embodiment of the present invention when a one-way valve is not disconnected during the process of the brake pedal being depressed and the brake pedal is released. Figure 9 In the embodiment shown, when the driver steps on the brake pedal 11, the normally open solenoid valve 60 is always in the conducting state. When the driver releases the brake pedal 11, the flow direction of the brake fluid is as follows: Figure 6 As shown, the brake fluid in the first sub-auxiliary chamber 31A will flow back to the main chamber 21 through the channel connecting the main chamber 21 and the first sub-auxiliary chamber 31A; the brake fluid in the third sub-auxiliary chamber 41A will flow back to the main chamber 21 through the channel connecting the main chamber 21 and the third sub-auxiliary chamber 41A.

[0070] Optional, reference Figure 1 The master cylinder structure 20 in the embodiment of the present invention further includes a master cylinder spring 23 disposed between the master cylinder piston 22 and the bottom of the master chamber 21. As the master cylinder piston 22 moves toward the bottom of the master chamber 21, the master cylinder spring 23 is compressed to generate resistance that prevents the master cylinder piston 22 from moving.

[0071] The first auxiliary cylinder structure 30 further includes a first auxiliary cylinder piston cap 33 disposed at the bottom of the first auxiliary chamber 31 and a first auxiliary cylinder spring 34 disposed between the first auxiliary cylinder piston 32 and the first auxiliary cylinder piston cap 33. As the first auxiliary cylinder piston 32 moves toward the bottom of the first auxiliary chamber 31, the first auxiliary cylinder spring 34 is compressed, generating resistance that prevents the first auxiliary cylinder piston 32 from moving.

[0072] The second auxiliary cylinder structure 40 further includes a second auxiliary cylinder piston cap 43 disposed at the bottom of the second auxiliary chamber 41 and a second auxiliary cylinder spring 44 disposed between the second auxiliary cylinder piston 42 and the second auxiliary cylinder piston cap 43. As the second auxiliary cylinder piston 42 moves toward the bottom of the second auxiliary chamber 41, the second auxiliary cylinder spring 44 is compressed, generating resistance that prevents the second auxiliary cylinder piston 42 from moving.

[0073] Understandably, the purpose of the pedal simulator is to simulate the feel of a traditional hydraulic brake pedal, ensuring that the driver still receives natural pedal feedback in an electronic braking system. A traditional hydraulic brake pedal feels soft when lightly pressed and firm when deeply depressed. A spring also feels similar when compressed by an external force: it compresses with just a slight initial pressure, requiring increased force to continue compressing. To ensure that the brake pedal 11 in the embodiment of the present invention has the same feel when the brake pedal is depressed lightly and deeply, a master cylinder spring 23 is disposed between the master cylinder piston 22 and the bottom of the master chamber 21 , a first auxiliary cylinder spring 34 is disposed between the first auxiliary cylinder piston 32 and a first auxiliary cylinder piston cap 33 disposed at the bottom of the first auxiliary chamber 31 , and a second auxiliary cylinder spring 44 is disposed between the second auxiliary cylinder piston 42 and a second auxiliary cylinder piston cap 43 disposed at the bottom of the second auxiliary chamber 41 . As the master cylinder piston 22 moves toward the bottom of the master chamber 21 , the master cylinder spring 23 is compressed, generating resistance that prevents the first auxiliary cylinder piston 32 from moving. As the second auxiliary cylinder piston 42 moves toward the bottom of the second auxiliary chamber 41 , the first auxiliary cylinder spring 34 is compressed, generating resistance that prevents the first auxiliary cylinder piston 32 from moving. The second auxiliary cylinder spring 44 is compressed, generating resistance that prevents the second auxiliary cylinder piston 42 from moving. As the master cylinder spring 23, the first auxiliary cylinder spring 34, and the second auxiliary cylinder spring 44 are compressed, the resistance generated increases and is fed back to the driver, thereby achieving a similar feel when the brake pedal is depressed lightly and deeply.

[0074] Optional, reference Figure 1 The first auxiliary cylinder structure 30 in this embodiment of the present invention further includes a first elastic stopper 35 and a first guide rod 36. The first elastic stopper 35 is disposed on the side of the first auxiliary cylinder piston 32 near the first auxiliary cylinder piston cap 33, and the first guide rod 36 is disposed on the side of the first auxiliary cylinder piston cap 33 facing the first auxiliary cylinder piston 32. As the first auxiliary cylinder piston 32 moves toward the bottom of the first auxiliary chamber 31, if the travel of the first auxiliary cylinder piston 32 exceeds a first predetermined travel distance, the first elastic stopper 35 and the first guide rod 36 come into contact, generating resistance that prevents the movement of the first auxiliary cylinder piston 32.

[0075] For example, the feel of a conventional hydraulic brake pedal also includes a strong resistance force when the pedal is fully depressed. In this embodiment of the present invention, by providing a first elastic stopper 35 and a first guide rod 36, after the first auxiliary cylinder piston 32 has moved toward the bottom of the first auxiliary chamber 31 beyond a first predetermined stroke, the first guide rod 36 contacts and compresses the first elastic stopper 35, thereby generating resistance that prevents the movement of the first auxiliary cylinder piston 32. From the time the first auxiliary cylinder piston 32 exceeds the first predetermined stroke until the first auxiliary cylinder piston 32 reaches its maximum stroke S1, the first auxiliary cylinder spring 34 and the first elastic stopper 35 generate a significant resistance force that is fed back to the driver. It should be noted that the first predetermined stroke refers to the distance between the first elastic stopper 35 and the first guide rod 36, which is slightly smaller than the maximum stroke S1 of the first auxiliary cylinder piston 32. This prevents damage to the first auxiliary cylinder piston 32 and the first auxiliary cylinder piston cap 33 due to strong impact.

[0076] Optionally, the first auxiliary cylinder structure 30 in this embodiment of the present invention further includes a first spring seat and a third auxiliary cylinder spring. The first end of the first spring seat is slidably mounted on the first guide rod 36. The third auxiliary cylinder spring is disposed between the first end and the first auxiliary cylinder piston cap 33. The first auxiliary cylinder spring 34 is disposed between the first auxiliary cylinder piston 32 and the second end of the first spring seat. The elastic coefficient of the first auxiliary cylinder spring 34 is greater than the elastic coefficient of the third auxiliary cylinder spring.

[0077] For example, the "soft for shallow treads and hard for deep treads" feel produced by a single spring still differs somewhat from actual conditions, resulting in a lack of softness when the foot is lightly stepped on. To address this issue, embodiments of the present invention may optionally include a first spring seat and a third auxiliary cylinder spring in the first auxiliary cylinder structure 30. The elastic coefficient of the third auxiliary cylinder spring is greater than that of the third auxiliary cylinder spring. When the driver steps on the brake pedal 11 and the first auxiliary cylinder piston 32 moves toward the first auxiliary cylinder piston cap 33, the third auxiliary cylinder spring will compress first. Only after the third auxiliary cylinder spring is compressed to a certain degree will the first auxiliary cylinder spring 34 begin to compress, providing a softer feel when the foot is lightly stepped on. It should be noted that the embodiment of the present invention does not show a schematic diagram of the specific structure of the first spring seat and the third auxiliary cylinder spring in the first auxiliary cylinder structure 30. Reference may be made to the schematic diagram of the specific structure of the first spring seat and the third auxiliary cylinder spring in the first auxiliary cylinder structure 30 and the schematic diagram of the specific structure of the second spring seat 47 and the fourth auxiliary cylinder spring 48 in the second auxiliary cylinder structure 40, as the specific structures of the two are identical.

[0078] Optional, reference Figure 1The first auxiliary cylinder structure 30 in the embodiment of the present invention further includes a first elastic transition component disposed on the side of the first auxiliary cylinder piston cap 33 facing the first auxiliary cylinder piston 32. This component, located between the first spring seat and the first auxiliary cylinder piston cap 33, prevents damage to the first spring seat and the first auxiliary cylinder piston cap 33 due to strong impact during the movement of the first spring seat toward the first auxiliary cylinder piston cap 33. It should be noted that the specific structural diagram of the first elastic transition component within the first auxiliary cylinder structure 30 is not shown in the embodiment of the present invention. Reference is made to the specific structural diagram of the second elastic transition component within the second auxiliary cylinder structure 40 described below; the specific structures of the two components are identical.

[0079] Optional, reference Figure 1 The second auxiliary cylinder structure 40 in this embodiment of the present invention further includes a second elastic stopper 45 and a second guide rod 46. The second elastic stopper 45 is disposed on the side of the second auxiliary cylinder piston 42 near the second auxiliary cylinder piston cap 43, and the second guide rod 46 is disposed on the side of the second auxiliary cylinder piston cap 43 facing the second auxiliary cylinder piston 42. As the second auxiliary cylinder piston 42 moves toward the bottom of the second auxiliary chamber 41, after the travel of the second auxiliary cylinder piston 42 exceeds a second predetermined travel distance, the second elastic stopper 45 and the second guide rod 46 come into contact, generating resistance that prevents the movement of the second auxiliary cylinder piston 42.

[0080] For example, the feel of a conventional hydraulic brake pedal 10 also includes a strong resistance force when the pedal is fully depressed. In this embodiment of the present invention, by providing a second elastic stopper 45 and a second guide rod 46, after the second auxiliary cylinder piston 42 has moved toward the bottom of the second auxiliary chamber 41 beyond a second predetermined stroke, the second guide rod 46 contacts and compresses the second elastic stopper 45, thereby generating resistance that prevents the movement of the second auxiliary cylinder piston 42. From the time the second auxiliary cylinder piston 42 exceeds the second predetermined stroke until the second auxiliary cylinder piston 42 reaches its maximum stroke S2, the second auxiliary cylinder spring 44 and the second elastic stopper 45 generate a significant resistance force that is fed back to the driver. It should be noted that the second predetermined stroke refers to the distance between the second elastic stopper 45 and the second guide rod 46, which is slightly less than the maximum stroke S2 of the second auxiliary cylinder piston 42. This prevents damage to the second auxiliary cylinder piston 42 and the second auxiliary cylinder piston cap 43 due to strong impact.

[0081] Optional, reference Figure 1The second auxiliary cylinder structure 40 in this embodiment of the present invention further includes a second spring seat 47 and a fourth auxiliary cylinder spring 48. The second end of the second spring seat 47 is slidably mounted on the second guide rod 46. The fourth auxiliary cylinder spring 48 is disposed between its second end and the second auxiliary cylinder piston cap 43. The second auxiliary cylinder spring 44 is disposed between the second auxiliary cylinder piston 42 and the second end of the second spring seat 47. The spring constant of the second auxiliary cylinder spring 44 is greater than the spring constant of the fourth auxiliary cylinder spring 48.

[0082] For example, the "soft when stepping lightly and hard when stepping deeply" foot feeling produced by a single spring is still somewhat different from the actual situation, and there is a problem that it is not soft enough when stepping lightly. To solve this problem, the embodiment of the present invention can choose to set a first spring seat and a third auxiliary cylinder spring in the first auxiliary cylinder structure 30. The elastic coefficient of the third auxiliary cylinder spring is greater than the elastic coefficient of the third auxiliary cylinder spring. When the driver steps on the brake pedal 11 and the first auxiliary cylinder piston 32 moves toward the first auxiliary cylinder piston cap 33, the third auxiliary cylinder spring will be compressed first. After the third auxiliary cylinder spring is compressed to a certain extent, the first auxiliary cylinder spring 34 will start to compress, providing a softer foot feeling when stepping lightly.

[0083] Optional, reference Figure 1 The second auxiliary cylinder structure 40 in the embodiment of the present invention also includes a second elastic transition component 49 arranged on the side of the second auxiliary cylinder piston cap 43 facing the second auxiliary cylinder piston 42, located between the second spring seat 47 and the second auxiliary cylinder piston cap 43, which can prevent the second spring seat 47 and the second auxiliary cylinder piston cap 43 from being damaged due to strong impact during the movement of the second spring seat 47 toward the second auxiliary cylinder piston cap 43.

[0084] Optional, reference Figure 1 The master cylinder structure 20 in the embodiment of the present invention further includes a master cylinder body 24 and a master cylinder sealing ring 25. The master cylinder sealing ring 25 is embedded in the master cylinder body 24 and contacts the master cylinder piston 22. The first auxiliary cylinder structure 30 further includes a first auxiliary cylinder body 37 and a first auxiliary cylinder sealing ring 38. The first auxiliary cylinder sealing ring 38 is embedded in the first auxiliary cylinder body 37 and contacts the first auxiliary cylinder piston 32. The second auxiliary cylinder structure 40 further includes a second auxiliary cylinder body 410 and a second auxiliary cylinder sealing ring 411. The second auxiliary cylinder sealing ring 411 is embedded in the second auxiliary cylinder body 410 and contacts the second auxiliary cylinder piston 42.

[0085] In an embodiment of the present invention, a master cylinder sealing ring 25 is provided between the master cylinder body 24 and the master cylinder piston 22 to prevent the brake fluid in the main chamber 21 from flowing out from the gap between the master cylinder piston 22 and the master cylinder body 24; a first auxiliary cylinder sealing ring 38 is provided between the first auxiliary cylinder body 37 and the first auxiliary cylinder piston 32 to prevent the brake fluid flowing into the first sub-auxiliary chamber 31A from flowing into the second sub-auxiliary chamber 31B from the gap between the first auxiliary cylinder body 37 and the first auxiliary cylinder piston 32; and a second auxiliary cylinder sealing ring 411 is provided between the second auxiliary cylinder body 410 and the second auxiliary cylinder piston 42 to prevent the brake fluid flowing into the third sub-auxiliary chamber 41A from flowing into the fourth sub-auxiliary chamber 41B from the gap between the second auxiliary cylinder body 410 and the second auxiliary cylinder piston 42.

[0086] Optional, reference Figure 1 In the embodiment of the present invention, the first auxiliary cylinder structure 30 further includes a first auxiliary cylinder body 37 and a first auxiliary cylinder piston cap seal 39. The first auxiliary cylinder piston cap seal 39 is embedded in the first auxiliary cylinder body 37 and contacts the first auxiliary cylinder piston cap 33. The second auxiliary cylinder structure 40 further includes a second auxiliary cylinder body 410 and a second auxiliary cylinder piston cap seal 412. The second auxiliary cylinder piston cap seal 412 is embedded in the second auxiliary cylinder body 410 and contacts the second auxiliary cylinder piston cap 43.

[0087] It should be noted that to prevent moisture in the air from causing oxidation of components such as the first auxiliary cylinder piston 32, first auxiliary cylinder piston cap 33, first auxiliary cylinder spring 34, and first guide rod 36 in the first auxiliary cylinder structure 30, brake fluid is also provided in the second auxiliary sub-chamber 31B in this embodiment of the present invention. To prevent moisture in the air from causing oxidation of components such as the first auxiliary cylinder piston 42, second auxiliary cylinder piston cap 43, second auxiliary cylinder spring 44, and second guide rod 46 in the second auxiliary cylinder structure 40, brake fluid is also provided in the fourth auxiliary sub-chamber 41B in this embodiment of the present invention.

[0088] In this embodiment of the present invention, a first auxiliary cylinder piston cap sealing ring 39 is set between the first auxiliary cylinder body 37 and the first auxiliary cylinder piston cap 33 to prevent the brake fluid in the second sub-auxiliary chamber 31B from flowing out from the gap between the first auxiliary cylinder body 37 and the first auxiliary cylinder piston cap 33; and a second auxiliary cylinder piston cap 43 sealing ring 412 is set between the second auxiliary cylinder body 410 and the second auxiliary cylinder piston cap 43 to prevent the brake fluid in the fourth sub-auxiliary chamber 41B from flowing out from the gap between the second auxiliary cylinder body 410 and the second auxiliary cylinder piston cap 43.

[0089] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. An electronically controlled adjustable pedal simulator, characterized in that: It includes a brake pedal assembly, a master cylinder structure, a first auxiliary cylinder structure, a second auxiliary cylinder structure, a pressure sensor, a normally open solenoid valve and a controller; The brake pedal assembly includes a brake pedal and an input push rod fixedly connected to the brake pedal; The master cylinder structure includes a master chamber and a master cylinder piston slidably disposed in the master chamber and fixedly connected to the input push rod; The first auxiliary cylinder structure includes a first auxiliary chamber and a first auxiliary cylinder piston slidably disposed in the first auxiliary chamber; The second auxiliary chamber structure includes a second auxiliary chamber and a first auxiliary cylinder piston slidably disposed in the second auxiliary chamber; The main chamber is communicated with the first auxiliary chamber and the second auxiliary chamber respectively; the master cylinder piston is used to move toward the bottom of the main chamber after the brake pedal is depressed, so that the brake fluid in the main chamber flows to the first auxiliary chamber and the second auxiliary chamber respectively, thereby driving the first auxiliary cylinder piston to move toward the bottom of the first auxiliary chamber and the second auxiliary cylinder piston to move toward the bottom of the second auxiliary chamber; The pressure sensor is used to obtain the hydraulic pressure information of the main chamber; the normally open solenoid valve is located in the channel connecting the main chamber and the second auxiliary chamber; The controller is respectively connected to the pressure sensor and the normally open solenoid valve for controlling the disconnection time of the normally open solenoid valve according to the hydraulic information and the preset hydraulic information, thereby controlling the full pedal stroke of the electronically controlled adjustable pedal simulator.

2. The electronically controlled adjustable pedal simulator according to claim 1, characterized in that: The controller is further configured to control the opening of the normally open solenoid valve when it is turned on according to a preset damping sense.

3. The electronically controlled adjustable pedal simulator according to claim 1, characterized in that: The electrically controlled adjustable pedal simulator further comprises a one-way valve; The first auxiliary chamber is connected to the second auxiliary chamber; the one-way valve is located in the passage connecting the first auxiliary chamber and the second auxiliary chamber; The one-way valve includes an on state and an off state; In the conduction state, the first pressure of the first auxiliary chamber, the second pressure of the second auxiliary chamber, and the opening pressure of the one-way valve satisfy the following corresponding relationship: SP2-SP1>CP, where SP1 represents the first pressure, SP2 represents the second pressure, and CP represents the opening pressure; In the disconnected state, the first pressure of the first auxiliary chamber, the second pressure of the second auxiliary chamber, and the opening pressure of the one-way valve satisfy the following corresponding relationship: SP2-SP1≤CP.

4. The electronically controlled adjustable pedal simulator according to claim 1, characterized in that: The master cylinder structure further includes a master cylinder spring disposed between the master cylinder piston and the bottom of the master chamber; when the master cylinder piston moves toward the bottom of the master chamber, the master cylinder spring is compressed to generate resistance to prevent the master cylinder piston from moving; The first auxiliary cylinder structure further includes a first auxiliary cylinder piston cap disposed at the bottom of the first auxiliary chamber and a first auxiliary cylinder spring disposed between the first auxiliary cylinder piston and the first auxiliary cylinder piston cap; when the first auxiliary cylinder piston moves toward the bottom of the first auxiliary chamber, the first auxiliary cylinder spring is compressed to generate resistance to prevent the first auxiliary cylinder piston from moving; The second auxiliary cylinder structure also includes a second auxiliary cylinder piston cap arranged at the bottom of the second auxiliary chamber and a second auxiliary cylinder spring arranged between the second auxiliary cylinder piston and the second auxiliary cylinder piston cap; in the process of the second auxiliary cylinder piston moving toward the bottom of the second auxiliary chamber, the second auxiliary cylinder spring is compressed to generate resistance to prevent the movement of the second auxiliary cylinder piston.

5. The electronically controlled adjustable pedal simulator according to claim 4, characterized in that: The first auxiliary cylinder structure further includes a first elastic limiting component and a first guide rod; The first elastic limiting component is provided on a side of the first auxiliary cylinder piston close to the first auxiliary cylinder piston cap, and the first guide rod is provided on a side of the first auxiliary cylinder piston cap facing the first auxiliary cylinder piston; During the movement of the first auxiliary cylinder piston toward the bottom of the first auxiliary chamber, after the movement stroke of the first auxiliary cylinder piston exceeds the first preset stroke, the first elastic limiting component contacts the first guide rod and generates resistance to prevent the movement of the first auxiliary cylinder piston.

6. The electronically controlled adjustable pedal simulator according to claim 5, characterized in that: The first auxiliary cylinder structure further includes a first spring seat and a third auxiliary cylinder spring; The first end of the first spring seat is slidably set on the first guide rod; the third auxiliary cylinder spring is set between the first end and the first auxiliary cylinder piston cap; the first auxiliary cylinder spring is set between the first auxiliary cylinder piston and the second end of the first spring seat; the elastic coefficient of the first auxiliary cylinder spring is greater than the elastic coefficient of the third auxiliary cylinder spring.

7. The electronically controlled adjustable pedal simulator according to claim 4, characterized in that: The second auxiliary cylinder structure further includes a second elastic limiting component and a second guide rod; The second elastic limiting component is provided on a side of the second auxiliary cylinder piston close to the second auxiliary cylinder piston cap, and the second guide rod is provided on a side of the second auxiliary cylinder piston cap facing the second auxiliary cylinder piston; During the movement of the second auxiliary cylinder piston toward the bottom of the second auxiliary chamber, after the movement stroke of the second auxiliary cylinder piston exceeds the second preset stroke, the second elastic limiting component contacts the second guide rod and generates resistance to prevent the movement of the second auxiliary cylinder piston.

8. The electronically controlled adjustable pedal simulator according to claim 7, characterized in that: The second auxiliary cylinder structure further includes a second spring seat and a fourth auxiliary cylinder spring; The second end of the second spring seat is slidably arranged on the second guide rod; the fourth auxiliary cylinder spring is arranged between the second end and the second auxiliary cylinder piston cap; the second auxiliary cylinder spring is arranged between the second auxiliary cylinder piston and the second end of the second spring seat; the elastic coefficient of the second auxiliary cylinder spring is greater than the elastic coefficient of the fourth auxiliary cylinder spring.

9. The electronically controlled adjustable pedal simulator according to claim 1, characterized in that: The master cylinder structure further includes a master cylinder body and a master cylinder sealing ring; the master cylinder sealing ring is embedded in the master cylinder body and contacts the master cylinder piston; The first auxiliary cylinder structure further includes a first auxiliary cylinder body and a first auxiliary cylinder sealing ring; the first auxiliary cylinder sealing ring is embedded in the first auxiliary cylinder body and contacts the first auxiliary cylinder piston; The second auxiliary cylinder structure further includes a second auxiliary cylinder body and a second auxiliary cylinder sealing ring; the second auxiliary cylinder sealing ring is embedded in the second auxiliary cylinder body and contacts the second auxiliary cylinder piston.

10. The electronically controlled adjustable pedal simulator according to claim 4, characterized in that: The first auxiliary cylinder structure further includes a first auxiliary cylinder body and a first auxiliary cylinder piston cap sealing ring; the first auxiliary cylinder piston cap sealing ring is embedded in the first auxiliary cylinder body and contacts the first auxiliary cylinder piston cap; The second auxiliary cylinder structure further includes a second auxiliary cylinder body and a second auxiliary cylinder piston cap sealing ring; the second auxiliary cylinder piston cap sealing ring is embedded in the second auxiliary cylinder body and contacts the second auxiliary cylinder piston cap.

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