An electronically controlled adjustable pedal simulator

Abstract

This invention discloses an electronically adjustable pedal simulator. It includes a brake pedal, 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 master cylinder structure includes a main chamber and a master cylinder piston. The first auxiliary cylinder structure includes a first auxiliary chamber and a first auxiliary cylinder piston. The second auxiliary cylinder structure includes a second auxiliary chamber and a second auxiliary cylinder piston. The master cylinder piston is fixedly connected to an input push rod and moves towards the bottom of the main chamber after the brake pedal is depressed, thereby driving the first auxiliary cylinder piston to move towards the bottom of the first auxiliary chamber, and the second auxiliary cylinder piston to move towards the bottom of the second auxiliary chamber. The pressure sensor is used to acquire hydraulic information of the main chamber. The controller is communicatively connected to the pressure sensor and the normally open solenoid valve, and controls the opening time of the normally open solenoid valve based on the hydraulic information and preset hydraulic information, thereby controlling the full pedal stroke of the electronically adjustable pedal simulator. The pedal feel can be adjusted without replacing hardware.

Description

Technical Field

[0001] This invention relates to the field of pedal simulator technology, and more particularly to an electrically adjustable pedal simulator. Background Technology

[0002] In traditional cars, the brake pedal feel is provided by the vacuum booster and the hydraulic pressure of the master cylinder. Pedal feel typically refers to the relationship between the force applied to the brake pedal, the pedal travel, and the resulting braking deceleration of the vehicle.

[0003] With the development of the times, most new energy vehicles use electronically controlled power boosters. In particular, with the advent of brake-by-wire, the brake pedal and brake hydraulic pressure can be decoupled, but a special pedal feel simulator is needed to provide pedal feel, that is, to simulate the relationship between pedal travel and pedal force. Currently, pedal simulators used with brake-by-wire systems can only simulate one pedal feel and cannot switch between different pedal travel and pedal force relationships. To switch the relationship between pedal force and travel, mechanical hardware needs to be replaced, which is costly. Summary of the Invention

[0004] This invention provides an electrically adjustable pedal simulator to solve the problem that existing pedal simulators require replacing mechanical hardware to switch the relationship between pedal force and stroke.

[0005] This invention provides an electronically adjustable pedal simulator, including 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 main cavity and a master cylinder piston that is slidably disposed in the main cavity and fixedly connected to the input push rod; The first auxiliary cylinder structure includes a first auxiliary chamber and a first auxiliary cylinder piston that is slidably disposed in the first auxiliary chamber; The second auxiliary cylinder structure includes a second auxiliary chamber and a second auxiliary cylinder piston that is slidably disposed in the second auxiliary chamber; The main chamber is connected to the first auxiliary chamber and the second auxiliary chamber respectively; the master cylinder piston is used to move to the bottom of the main chamber after the brake pedal is pressed, 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 to the bottom of the first auxiliary chamber and the second auxiliary cylinder piston to move to the bottom of the second auxiliary chamber. The pressure sensor is used to acquire the hydraulic 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 communicatively connected to the pressure sensor and the normally open solenoid valve, and is used to control the disconnection time of the normally open solenoid valve according to the hydraulic information and preset hydraulic information, thereby controlling the full pedal stroke of the electronically adjustable pedal simulator.

[0006] Optionally, the controller is also configured to control the opening degree of the normally open solenoid valve when it is turned on, based on a preset damping sense.

[0007] Optionally, the electrically adjustable pedal simulator also includes a one-way valve; The first auxiliary chamber is connected to the second auxiliary chamber; the one-way valve is located in the channel connecting the first auxiliary chamber and the second auxiliary chamber; The one-way valve includes an on state and an off state; In the conducting 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 correspondence: 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 correspondence: SP2-SP1≤CP.

[0008] Optionally, the master cylinder structure further includes a master cylinder spring disposed between the master cylinder piston and the bottom of the main chamber; during the process of the master cylinder piston moving towards the bottom of the main chamber, the master cylinder spring is compressed to generate resistance that prevents 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 cavity and a first auxiliary cylinder spring disposed between the first auxiliary cylinder piston and the first auxiliary cylinder piston cap; during the process of the first auxiliary cylinder piston moving towards the bottom of the first auxiliary cavity, the first auxiliary cylinder spring is compressed to generate resistance that prevents the first auxiliary cylinder piston from moving; The second auxiliary cylinder structure further includes a second auxiliary cylinder piston cap disposed at the bottom of the second auxiliary chamber and a second auxiliary cylinder spring disposed between the second auxiliary cylinder piston and the second auxiliary cylinder piston cap; during the process of the second auxiliary cylinder piston moving towards the bottom of the second auxiliary chamber, the second auxiliary cylinder spring is compressed to generate resistance that prevents the second auxiliary cylinder piston from moving.

[0009] Optionally, the first auxiliary cylinder structure further includes a first elastic limiting component and a first guide rod; The first elastic limiting component is disposed on the side of the first auxiliary cylinder piston near the first auxiliary cylinder piston cap, and the first guide rod is disposed on the side of the first auxiliary cylinder piston cap facing the first auxiliary cylinder piston; During the process of the first auxiliary cylinder piston moving towards the bottom of the first auxiliary chamber, after the stroke of the first auxiliary cylinder piston exceeds the first preset stroke, the first elastic limiting component and the first guide rod come into contact and generate resistance to prevent the first auxiliary cylinder piston from moving.

[0010] Optionally, 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 disposed on the first guide rod; the third auxiliary cylinder spring is disposed between the first end and the first auxiliary cylinder piston cap; the first auxiliary cylinder spring is disposed 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.

[0011] Optionally, the second auxiliary cylinder structure further includes a second elastic limiting component and a second guide rod; The second elastic limiting component is disposed on the side of the second auxiliary cylinder piston near the second auxiliary cylinder piston cap, and the second guide rod is disposed on the side of the second auxiliary cylinder piston cap facing the second auxiliary cylinder piston; During the process of the second auxiliary cylinder piston moving towards the bottom of the second auxiliary chamber, after the stroke of the second auxiliary cylinder piston exceeds the second preset stroke, the second elastic limiting component and the second guide rod contact and generate resistance to prevent the second auxiliary cylinder piston from moving.

[0012] Optionally, 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 disposed on the second guide rod; the fourth auxiliary cylinder spring is disposed between the second end and the second auxiliary cylinder piston cap; the second auxiliary cylinder spring is disposed 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 that of the fourth auxiliary cylinder spring.

[0013] 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; 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 also 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.

[0014] 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; The second auxiliary cylinder structure also 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.

[0015] The technical solution of this invention, by setting a normally open solenoid valve in the channel connecting the main chamber and the second auxiliary chamber, and setting a controller that can control the disconnection time of the normally open solenoid valve according to the hydraulic information of the main chamber and the preset hydraulic information, can change the disconnection time of the normally open solenoid valve, change the stroke of the second auxiliary chamber, change the full pedal stroke of the electrically adjustable pedal simulator, and thus change the relationship between pedal force and stroke. The relationship between pedal force and pedal stroke can be switched without replacing mechanical hardware, which is low in cost and can also achieve stepless adjustment of pedal feel.

[0016] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of an electrically adjustable pedal simulator provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the liquid flow direction in an electronically adjustable pedal simulator after the brake pedal is depressed, provided as an embodiment of the present invention. Figure 3 This is a schematic diagram of the liquid flow direction in an electrically adjustable pedal simulator after the normally open solenoid valve is disconnected, provided as an embodiment of the present invention. Figure 4This is a schematic diagram illustrating the relationship between pedal force and pedal travel under different preset hydraulic information, provided as an embodiment of the present invention. Figure 5 This is a schematic diagram illustrating the relationship between pedal force and pedal stroke under different normally open solenoid valve opening degrees at the same pedaling speed (e.g., 200 mm / s), as provided in an embodiment of the present invention. Figure 6 This is a schematic diagram of the liquid flow direction in an electronically adjustable pedal simulator after the brake pedal is released, provided as an embodiment of the present invention. Figure 7 A schematic diagram of the liquid flow direction in an electronically adjustable pedal simulator after the brake pedal is released and the one-way valve is turned on, provided as an embodiment of the present invention. Figure 8 A schematic diagram of the liquid flow direction in an electrically adjustable pedal simulator after the brake pedal is released, the one-way valve is disconnected, and the normally open solenoid valve is turned on, as provided in an embodiment of the present invention. Figure 9 This is a schematic diagram of the liquid flow direction in an electrically adjustable pedal simulator provided by an embodiment of the present invention, showing that the one-way valve was not disconnected during the braking pedal being depressed and after the braking pedal was released. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0020] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices. The terms "upper," "lower," "left," "right," etc., indicate orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings and are only used to describe the relative positional relationships between components or constituent parts, and do not specifically limit the specific installation orientation of each component or constituent part.

[0021] Figure 1 This is a schematic diagram of the structure of an electrically adjustable pedal simulator provided in an embodiment of the present invention, with reference to... Figure 1 The electronically adjustable pedal simulator in this embodiment of the 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 cavity 21 and a master cylinder piston 22 slidably disposed in the main cavity 21 and fixedly connected to the input push rod 12. The first auxiliary cylinder structure 30 includes a first auxiliary cavity 31 and a first auxiliary cylinder piston 32 slidably disposed in the first auxiliary cavity 31. The second auxiliary cylinder structure 40 includes a second auxiliary cavity 41 and a second auxiliary cylinder piston 42 slidably disposed in the second auxiliary cavity 41.

[0022] The main chamber 21 is connected to the first auxiliary chamber 31 and the second auxiliary chamber 41. The master cylinder piston 22 is used to move towards the bottom of the main chamber 21 after the brake pedal 11 is depressed, so that the brake fluid in the main chamber 21 flows to the first auxiliary chamber 31 and the second auxiliary chamber 41 respectively, thereby driving the first auxiliary cylinder piston 32 to move towards the bottom of the first auxiliary chamber 31 and the second auxiliary cylinder piston 42 to move towards the bottom of the second auxiliary chamber 41.

[0023] Pressure sensor 50 is used to acquire hydraulic information of main chamber 21. Normally open solenoid valve 60 is located in the channel connecting main chamber 21 and second auxiliary chamber 41. Controller 70 is communicatively connected to pressure sensor 50 and normally open solenoid valve 60 respectively, and is used to control the opening time of normally open solenoid valve 60 according to hydraulic information and preset hydraulic information, thereby controlling the full pedal stroke of the electronically adjustable pedal simulator.

[0024] Figure 2 This is a schematic diagram of the liquid flow direction in an electronically adjustable pedal simulator after the brake pedal is depressed, provided by an embodiment of the present invention. (Refer to...) Figure 2 When the driver presses 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 main chamber 21 to form hydraulic pressure. The detection end of the pressure sensor 50 contacts the main chamber 21 and can detect the hydraulic pressure information of the main chamber 21. The hydraulic pressure formed by the forward movement of the master cylinder piston 22 not only pushes a portion of the brake fluid in the main chamber 21 to flow to the first auxiliary chamber 31 through the channel connecting the main chamber 21 and the first auxiliary chamber 31, but also flows to the normally open solenoid valve 60 through the channel 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 conducting state when the controller 70 does not energize the normally open solenoid valve 60, so the brake fluid flowing to the normally open solenoid valve 60 will continue to flow to the second auxiliary chamber 41.

[0025] refer to Figure 1 It 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. During the process of the master cylinder piston 22 moving towards 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, and 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. During the process of the master cylinder piston 22 moving towards 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.

[0026] Brake fluid flowing to the first auxiliary chamber 31A pushes the first auxiliary cylinder piston 32 downwards until it reaches its maximum stroke S1. Brake fluid flowing to the third auxiliary chamber 41A pushes the second auxiliary cylinder piston 42 downwards until it reaches its maximum stroke S2. It is understandable that if the normally open solenoid valve 60 remains in the conducting state while the driver depresses the brake pedal 11, the hydraulic pressure in the main chamber 21, the first auxiliary chamber 31A, and the third auxiliary chamber 41A is equal. At this time, the full pedal stroke of the electronically 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). The relationship between the pedal force and pedal stroke of the adjustable pedal simulator at this time can be expressed as follows: Figure 4 As shown by curve T1, the adjustable pedal simulator has the largest pedal travel range.

[0027] Figure 3 This is a schematic diagram of the liquid flow direction in an electrically adjustable pedal simulator after the normally open solenoid valve is disconnected, provided by an embodiment of the present invention. (Refer to...) Figure 3If, during the process of the driver pressing the brake pedal 11, the controller 70 energizes the normally open solenoid valve 60 when the hydraulic information of the main chamber 21 reaches the preset hydraulic information, thereby closing the normally open solenoid valve 60, and after the normally open solenoid valve 60 is disconnected, no more brake fluid will enter the third sub-auxiliary chamber 41A, and the second auxiliary cylinder piston 42 will no longer have a stroke change. At this time, the stroke of the second auxiliary cylinder piston 42 is S21, and the hydraulic information of the third sub-auxiliary chamber 41A is the preset hydraulic information and remains unchanged. Afterwards, if the driver continues to press 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 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 the pedal stroke of the adjustable pedal simulator can be expressed 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 pedal stroke of the adjustable pedal simulator in this embodiment of the invention, and stepless adjustment of the pedal feel can be achieved within a certain range.

[0028] If the normally open solenoid valve 60 is closed the instant the driver presses the brake pedal 11, the full pedal stroke of the electronically adjustable pedal simulator is the maximum stroke S1 of the first auxiliary cylinder piston 32. The relationship between the pedal force and pedal stroke of the adjustable pedal simulator at this time can be expressed as follows: Figure 4 As shown by the curve Tn, the adjustable pedal simulator has the smallest pedal travel range.

[0029] It is understandable that the maximum and minimum pedal travel range of the adjustable pedal simulator can be achieved by setting preset hydraulic information. Specifically, when the pedal travel 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 travel range of the adjustable pedal simulator is at its minimum, the preset hydraulic information can be set to zero.

[0030] The technical solution of this invention provides a normally open solenoid valve 60 in the channel connecting the main cavity 21 and the second auxiliary cavity 41. A controller 70 is configured to control the disconnection time of the normally open solenoid valve 60 based on the acquired hydraulic information of the main cavity 21 and preset hydraulic information. This allows for changing the disconnection time of the normally open solenoid valve 60, altering the stroke of the second auxiliary cavity 41, and changing the full stroke of the electrically adjustable pedal simulator. This, in turn, changes the relationship between pedal force and stroke. The relationship between pedal force and stroke can be switched without replacing mechanical hardware, resulting in low cost and stepless adjustment of the pedal feel.

[0031] Optional, see reference Figure 1 In this embodiment of the invention, the controller 70 is also used to control the opening degree of the normally open solenoid valve 60 when it is turned on according to the preset damping sense.

[0032] To better meet the user's requirements for pedal damping feel, this embodiment of the invention also includes a controller 70 that can control the opening degree of the normally open solenoid valve 60 when it is turned on, based on the user's requirements for pedal damping feel (i.e., preset damping feel). Figure 5 This is a schematic diagram illustrating the relationship between pedal force and pedal stroke under different normally open solenoid valve opening degrees 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 electrically adjustable pedal simulator) are the same. This opening degree can be determined by controlling the voltage or current supplied to the normally open solenoid valve 60.

[0033] Optional, see reference Figure 1 The electrically adjustable pedal simulator in this invention embodiment 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 the 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 correspondence: SP2 - SP1 > CP, where 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 correspondence: SP2 - SP1 ≤ CP.

[0034] For details, please refer to Figure 1 The first auxiliary chamber 31A of the first auxiliary chamber 31 is connected to the third sub-auxiliary chamber 41A of the second auxiliary chamber 41. A 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; the first pressure of the first auxiliary chamber 31 refers to either the pressure of the first sub-auxiliary chamber 31A or the pressure of the second sub-auxiliary chamber 31B. Similarly, the pressures of the third sub-auxiliary chamber 41A and the fourth sub-auxiliary chamber 41B are equal; the second pressure of the second auxiliary chamber 41 refers to either the pressure of the third sub-auxiliary chamber 41A or the pressure of the fourth sub-auxiliary chamber 41B.

[0035] For example, refer to Figure 1The one-way valve 80 in this embodiment of the invention includes a one-way valve core 81, a one-way valve spring 82, and a one-way valve cover 83. In the open state, the one-way valve spring 82 is in a slightly compressed state, and the one-way valve core 80 blocks the channel connecting the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A. In the open state, the one-way valve spring 82 is in a heavily compressed state, and the one-way valve core 80 does not block the channel connecting the first sub-auxiliary chamber 31A and the third sub-auxiliary chamber 41A.

[0036] During the initial press of the brake pedal 11 by the driver, if the normally open solenoid valve 60 is in the conducting state, the pressures in the main chamber 21, the first sub-auxiliary chamber 31A, and the third sub-auxiliary chamber 41A are equal, i.e., SP2 = SP1. At this time, the one-way valve 80 is in the open state. If the normally open solenoid valve 60 is in the open state, the pressures in the main chamber 21 and the first sub-auxiliary chamber 31A are equal, and the pressure in the third sub-auxiliary chamber 41A will be less than the pressure in the first sub-auxiliary chamber 31A, i.e., SP2 - SP1 < 0. At this time, the one-way valve 80 is still in the open state.

[0037] Figure 6 This is a schematic diagram illustrating the liquid flow direction in an electronically adjustable pedal simulator after the brake pedal is released, provided by an embodiment of the present invention. Figure 7 This is a schematic diagram of the liquid flow direction in an electrically adjustable pedal simulator after the brake pedal is released and the one-way valve is open, provided by an embodiment of the present invention. Figure 8 This is a schematic diagram illustrating the liquid flow direction in an electrically adjustable pedal simulator after the brake pedal is released, the one-way valve is disconnected, and the normally open solenoid valve is turned on, according to an embodiment of the present invention. Figure 6 , Figure 7 and Figure 8 The illustrated embodiment shows that during the driver's depressing of the brake pedal 11, the full pedal travel (i.e., pedal feel) of the electronically adjustable pedal simulator is adjusted by closing the normally open solenoid valve 60. Therefore, during the driver's release of the brake pedal 11, the brake fluid flow direction is as follows: Figure 6 As shown, the brake fluid from 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 aforementioned second pressure SP2. Assuming that the preset opening pressure of the one-way valve 80 is CP, when the pressure difference between SP2 and 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. 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, as well as 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. Figure 7As shown. However, 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 check valve 80, the pressure difference across the check valve 80 is insufficient to open it. The controller 70 will then control the normally open solenoid valve 60 to open, and the check valve 80 will close. The brake fluid in the third sub-auxiliary chamber 41A will flow back to the main chamber 21 through the channel connecting the third sub-auxiliary chamber 41A and the main chamber 21. Figure 8 As shown, the brake fluid in the first sub-auxiliary cavity 31A and the third sub-auxiliary cavity 41A will all flow back to the main cavity 21.

[0038] Figure 9 This invention provides a schematic diagram of the liquid flow direction in an electronically adjustable pedal simulator after the brake pedal is released, provided that the one-way valve is not disconnected during the braking pedal being depressed. Figure 9 In the illustrated embodiment, the normally open solenoid valve 60 remains in the conducting state while the driver depresses the brake pedal 11. Therefore, 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 cavity 31A will flow back to the main cavity 21 through the channel connecting the main cavity 21 and the first sub-auxiliary cavity 31A; the brake fluid in the third sub-auxiliary cavity 41A will flow back to the main cavity 21 through the channel connecting the main cavity 21 and the third sub-auxiliary cavity 41A.

[0039] Optional, see reference Figure 1 In this embodiment of the invention, the master cylinder structure 20 further includes a master cylinder spring 23 disposed between the master cylinder piston 22 and the bottom of the main cavity 21. During the process of the master cylinder piston 22 moving towards the bottom of the main cavity 21, the master cylinder spring 23 is compressed, generating resistance that prevents the master cylinder piston 22 from moving.

[0040] The first auxiliary cylinder structure 30 also 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. During the process of the first auxiliary cylinder piston 32 moving towards 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.

[0041] The second auxiliary cylinder structure 40 also 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. During the process of the second auxiliary cylinder piston 42 moving towards 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.

[0042] Understandably, the purpose of a pedal simulator is to simulate the feel of a traditional hydraulic brake pedal, ensuring that the driver still receives natural pedal feedback in the electronic braking system. The feel of a traditional hydraulic brake pedal is soft when pressed lightly and hard when pressed deeply. A spring also has a similar feel when compressed under external force; it compresses with a small amount of force initially, but requires more force to continue compressing. To avoid the brake pedal 11 in this embodiment of the invention having the same feel when lightly pressed and heavily pressed, a master cylinder spring 23 is provided between the master cylinder piston 22 and the bottom of the main chamber 21, a first auxiliary cylinder spring 34 is provided between the first auxiliary cylinder piston 32 and the first auxiliary cylinder piston cap 33 located at the bottom of the first auxiliary chamber 31, and a second auxiliary cylinder spring 44 is provided between the second auxiliary cylinder piston 42 and the second auxiliary cylinder piston cap 43 located at the bottom of the second auxiliary chamber 41. Thus, as the master cylinder piston 22 moves towards the bottom of the main 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 towards 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 will increase and be fed back to the driver, achieving a similar feel of lightly pressed soft and heavily pressed hard.

[0043] Optional, see reference Figure 1 In this embodiment of the invention, the first auxiliary cylinder structure 30 further includes a first elastic limiting component 35 and a first guide rod 36. The first elastic limiting component 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. During the process of the first auxiliary cylinder piston 32 moving towards the bottom of the first auxiliary cavity 31, after the stroke of the first auxiliary cylinder piston 32 exceeds a first preset stroke, the first elastic limiting component 35 and the first guide rod 36 come into contact and generate resistance to prevent the first auxiliary cylinder piston 32 from moving.

[0044] For example, the feel of a traditional hydraulic brake pedal also includes a strong resistance when it is fully depressed. In this embodiment of the invention, by setting a first elastic limiting component 35 and a first guide rod 36, after the first auxiliary cylinder piston 32 moves beyond a first preset stroke towards the bottom of the first auxiliary chamber 31, the first guide rod 36 contacts and compresses the first elastic limiting component 35, thereby generating resistance to prevent the first auxiliary cylinder piston 32 from moving. During the process from when the first auxiliary cylinder piston 32's stroke exceeds the first preset stroke until it reaches its maximum stroke S1, the first auxiliary cylinder spring 34 and the first elastic limiting component 35 will generate a significant resistance force and provide feedback to the driver. It should be noted that the first preset stroke refers to the distance between the first elastic limiting component 35 and the first guide rod 36, which is slightly smaller than the maximum stroke S1 during the movement of the first auxiliary cylinder piston 32. This avoids damage to the first auxiliary cylinder piston 32 and the first auxiliary cylinder piston cap 33 due to strong impact.

[0045] Optionally, the first auxiliary cylinder structure 30 in this embodiment of the invention further includes a first spring seat and a third auxiliary cylinder spring. The first end of the first spring seat is slidably disposed 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 that of the third auxiliary cylinder spring.

[0046] For example, the "soft when lightly pressed and hard when heavily pressed" feel produced by a single spring differs somewhat from the actual feel, resulting in insufficient softness when lightly pressed. To address this issue, this embodiment of the invention may incorporate a first spring seat and a third auxiliary cylinder spring within the first auxiliary cylinder structure 30. The elastic coefficient of the third auxiliary cylinder spring is greater than that of the first auxiliary cylinder spring. When the driver presses the brake pedal 11, as the first auxiliary cylinder piston 32 moves towards the first auxiliary cylinder piston cap 33, the third auxiliary cylinder spring compresses first. Only after the third auxiliary cylinder spring has compressed to a certain extent will the first auxiliary cylinder spring 34 begin to compress, providing a softer feel when lightly pressed. It should be noted that this embodiment of the invention does not show a detailed structural diagram of the first spring seat and the third auxiliary cylinder spring within the first auxiliary cylinder structure 30. Refer to the following detailed structural diagrams of the first spring seat and the third auxiliary cylinder spring within the first auxiliary cylinder structure 30, as well as the detailed structural diagrams of the second spring seat 47 and the fourth auxiliary cylinder spring 48 within the second auxiliary cylinder structure 40; their specific structures are identical.

[0047] Optional, see reference Figure 1In this embodiment of the invention, the first auxiliary cylinder structure 30 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. Located between the first spring seat and the first auxiliary cylinder piston cap 33, it can prevent 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 towards the first auxiliary cylinder piston cap 33. It should be noted that the specific structural diagram of the first elastic transition component in the first auxiliary cylinder structure 30 is not shown in this embodiment of the invention. Refer to the following specific structural diagram of the second elastic transition component in the second auxiliary cylinder structure 40; the specific structures of both are the same.

[0048] Optional, see reference Figure 1 In this embodiment of the invention, the second auxiliary cylinder structure 40 further includes a second elastic limiting component 45 and a second guide rod 46. The second elastic limiting component 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. During the movement of the second auxiliary cylinder piston 42 towards the bottom of the second auxiliary cavity 41, after the stroke of the second auxiliary cylinder piston 42 exceeds a second preset stroke, the second elastic limiting component 45 and the second guide rod 46 come into contact and generate resistance to prevent the second auxiliary cylinder piston 42 from moving.

[0049] For example, the feel of a conventional hydraulic brake pedal 10 also includes a strong resistance when fully depressed. In this embodiment of the invention, by providing a second elastic limiting component 45 and a second guide rod 46, after the second auxiliary cylinder piston 42 moves beyond a second preset stroke towards the bottom of the second auxiliary chamber 41, the second guide rod 46 contacts and compresses the second elastic limiting component 45, thereby generating resistance to prevent the second auxiliary cylinder piston 42 from moving. During the process from when the second auxiliary cylinder piston 42's stroke exceeds the second preset stroke until it reaches its maximum stroke S2, the second auxiliary cylinder spring 44 and the second elastic limiting component 45 will generate a significant resistance force and provide feedback to the driver. It should be noted that the second preset stroke refers to the distance between the second elastic limiting component 45 and the second guide rod 46, which is slightly smaller than the maximum stroke S2 ​​during the movement of the second auxiliary cylinder piston 42. This avoids damage to the second auxiliary cylinder piston 42 and the second auxiliary cylinder piston cap 43 due to strong impact.

[0050] Optional, see reference Figure 1In this embodiment of the invention, the second auxiliary cylinder structure 40 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 disposed 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 elastic coefficient of the second auxiliary cylinder spring 44 is greater than that of the fourth auxiliary cylinder spring 48.

[0051] For example, the "soft when lightly pressed and hard when heavily pressed" feel produced by a single spring still differs somewhat from the actual feel, resulting in insufficient softness when lightly pressed. To address this issue, this embodiment of the invention may select 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 that of the first auxiliary cylinder spring. When the driver presses the brake pedal 11, as the first auxiliary cylinder piston 32 moves towards the first auxiliary cylinder piston cap 33, the third auxiliary cylinder spring will compress first. Only after the third auxiliary cylinder spring has been compressed to a certain extent will the first auxiliary cylinder spring 34 begin to compress, providing a softer feel when lightly pressed.

[0052] Optional, see reference Figure 1 In this embodiment of the invention, the second auxiliary cylinder structure 40 further includes a second elastic transition component 49 disposed on the side of the second auxiliary cylinder piston cap 43 facing the second auxiliary cylinder piston 42, located on 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 by a strong impact during the process of the second spring seat 47 moving towards the second auxiliary cylinder piston cap 43.

[0053] Optional, see reference Figure 1 In this embodiment of the invention, the main cylinder structure 20 further includes a main cylinder body 24 and a main cylinder sealing ring 25. The main cylinder sealing ring 25 is embedded in the main cylinder body 24 and contacts the main 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.

[0054] In this embodiment of the invention, a master cylinder sealing ring 25 is provided between the master cylinder body 24 and the master cylinder piston 22 to prevent brake fluid in the master chamber 21 from flowing out through 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 brake fluid flowing into the first sub-auxiliary chamber 31A from flowing into the second sub-auxiliary chamber 31B through 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 brake fluid flowing into the third sub-auxiliary chamber 41A from flowing into the fourth sub-auxiliary chamber 41B through the gap between the second auxiliary cylinder body 410 and the second auxiliary cylinder piston 42.

[0055] Optional, see reference Figure 1 Figure 1 In this embodiment of the invention, the first auxiliary cylinder structure 30 further includes a first auxiliary cylinder body 37 and a first auxiliary cylinder piston cap sealing ring 39. The first auxiliary cylinder piston cap sealing ring 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 43 sealing ring 412. The second auxiliary cylinder piston cap 43 sealing ring 412 is embedded in the second auxiliary cylinder body 410 and contacts the second auxiliary cylinder piston cap 43.

[0056] It should be noted that, to prevent the first auxiliary cylinder piston 32, first auxiliary cylinder piston cap 33, first auxiliary cylinder spring 34, first guide rod 36, and other components in the first auxiliary cylinder structure 30 from oxidation due to moisture in the air, brake fluid is also provided in the second sub-auxiliary cavity 31B in this embodiment of the invention. To prevent the first auxiliary cylinder piston 42, second auxiliary cylinder piston cap 43, second auxiliary cylinder spring 44, second guide rod 46, and other components in the second auxiliary cylinder structure 40 from oxidation due to moisture in the air, brake fluid is also provided in the fourth sub-auxiliary cavity 41B in this embodiment of the invention.

[0057] In this embodiment of the invention, by providing a first auxiliary cylinder piston cap sealing ring 39 between the first auxiliary cylinder body 37 and the first auxiliary cylinder piston cap 33, the brake fluid in the second sub-auxiliary chamber 31B can be prevented from flowing out from the gap between the first auxiliary cylinder body 37 and the first auxiliary cylinder piston cap 33; by providing a second auxiliary cylinder piston cap 43 sealing ring 412 between the second auxiliary cylinder body 410 and the second auxiliary cylinder piston cap 43, the brake fluid in the fourth sub-auxiliary chamber 41B can be prevented from flowing out from the gap between the second auxiliary cylinder body 410 and the second auxiliary cylinder piston cap 43.

[0058] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. An electrically adjustable pedal simulator, characterized in that, Includes brake pedal assembly, master cylinder structure, first auxiliary cylinder structure, second auxiliary cylinder structure, pressure sensor, normally open solenoid valve and 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 main cavity and a master cylinder piston that is slidably disposed in the main cavity and fixedly connected to the input push rod; The first auxiliary cylinder structure includes a first auxiliary chamber and a first auxiliary cylinder piston that is slidably disposed in the first auxiliary chamber; The second auxiliary cylinder structure includes a second auxiliary chamber and a second auxiliary cylinder piston that is slidably disposed in the second auxiliary chamber; The main chamber is connected to the first auxiliary chamber and the second auxiliary chamber respectively; the master cylinder piston is used to move to the bottom of the main chamber after the brake pedal is pressed, 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 to the bottom of the first auxiliary chamber and the second auxiliary cylinder piston to move to the bottom of the second auxiliary chamber. The pressure sensor is used to acquire the hydraulic 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 communicatively connected to the pressure sensor and the normally open solenoid valve, and is used to control the disconnection time of the normally open solenoid valve according to the hydraulic information and preset hydraulic information, thereby controlling the full pedal stroke of the electronically adjustable pedal simulator.

2. The electrically adjustable pedal simulator according to claim 1, characterized in that, The controller is also used to control the opening degree of the normally open solenoid valve when it is turned on, based on a preset damping sense.

3. The electrically adjustable pedal simulator according to claim 1, characterized in that, The electrically adjustable pedal simulator also includes a one-way valve; The first auxiliary chamber is connected to the second auxiliary chamber; the one-way valve is located in the channel connecting the first auxiliary chamber and the second auxiliary chamber; The one-way valve includes an on state and an off state; In the conducting 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 correspondence: 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 correspondence: SP2-SP1≤CP.

4. The electrically adjustable pedal simulator according to claim 1, characterized in that, The master cylinder structure also includes a master cylinder spring disposed between the master cylinder piston and the bottom of the main chamber; during the process of the master cylinder piston moving towards the bottom of the main chamber, the master cylinder spring is compressed to generate resistance that prevents 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 cavity and a first auxiliary cylinder spring disposed between the first auxiliary cylinder piston and the first auxiliary cylinder piston cap; during the process of the first auxiliary cylinder piston moving towards the bottom of the first auxiliary cavity, the first auxiliary cylinder spring is compressed to generate resistance that prevents the first auxiliary cylinder piston from moving; The second auxiliary cylinder structure further includes a second auxiliary cylinder piston cap disposed at the bottom of the second auxiliary chamber and a second auxiliary cylinder spring disposed between the second auxiliary cylinder piston and the second auxiliary cylinder piston cap; during the process of the second auxiliary cylinder piston moving towards the bottom of the second auxiliary chamber, the second auxiliary cylinder spring is compressed to generate resistance that prevents the second auxiliary cylinder piston from moving.

5. The electrically adjustable pedal simulator according to claim 4, characterized in that, The first auxiliary cylinder structure also includes a first elastic limiting component and a first guide rod; The first elastic limiting component is disposed on the side of the first auxiliary cylinder piston near the first auxiliary cylinder piston cap, and the first guide rod is disposed on the side of the first auxiliary cylinder piston cap facing the first auxiliary cylinder piston; During the process of the first auxiliary cylinder piston moving towards the bottom of the first auxiliary chamber, after the stroke of the first auxiliary cylinder piston exceeds the first preset stroke, the first elastic limiting component and the first guide rod come into contact and generate resistance to prevent the first auxiliary cylinder piston from moving.

6. The electrically adjustable pedal simulator according to claim 5, characterized in that, The first auxiliary cylinder structure also includes a first spring seat and a third auxiliary cylinder spring; The first end of the first spring seat is slidably disposed on the first guide rod; the third auxiliary cylinder spring is disposed between the first end and the first auxiliary cylinder piston cap; the first auxiliary cylinder spring is disposed 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 electrically adjustable pedal simulator according to claim 4, characterized in that, The second auxiliary cylinder structure also includes a second elastic limiting component and a second guide rod; The second elastic limiting component is disposed on the side of the second auxiliary cylinder piston near the second auxiliary cylinder piston cap, and the second guide rod is disposed on the side of the second auxiliary cylinder piston cap facing the second auxiliary cylinder piston; During the process of the second auxiliary cylinder piston moving towards the bottom of the second auxiliary chamber, after the stroke of the second auxiliary cylinder piston exceeds the second preset stroke, the second elastic limiting component and the second guide rod contact and generate resistance to prevent the second auxiliary cylinder piston from moving.

8. The electrically adjustable pedal simulator according to claim 7, characterized in that, The second auxiliary cylinder structure also includes a second spring seat and a fourth auxiliary cylinder spring; The second end of the second spring seat is slidably disposed on the second guide rod; the fourth auxiliary cylinder spring is disposed between the second end and the second auxiliary cylinder piston cap; the second auxiliary cylinder spring is disposed 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 that of the fourth auxiliary cylinder spring.

9. The electrically adjustable pedal simulator according to claim 1, characterized in that, The master cylinder structure also 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 also 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 electrically 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 also 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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