Active damping brake pedal, control method of brake pedal and automobile

Abstract

The invention relates to an active damping brake pedal, a control method of the brake pedal and an automobile. The brake pedal comprises a base, a pedal body, a transmission mechanism and a driving mechanism, and the pedal body is rotationally installed on the base; the transmission mechanism is installed on the base, the input end and the output end of the transmission mechanism are coaxially arranged, the input end of the transmission mechanism is fixedly connected with the output end of the driving mechanism, and the output end of the transmission mechanism is fixedly connected with the pedal body. The driving mechanism is installed on the base, the output end of the driving mechanism is fixedly connected with the input end of the transmission mechanism, and the driving mechanism outputs torque to the pedal body through the transmission mechanism so as to provide damping for the pedal body. By arranging the transmission mechanism with the input end and the output end coaxial, force is always in the same axis direction during torque transmission, transmission is more stable, and jumping and vibration in the rotating process are effectively reduced.

Description

Technical Field

[0001] The present application relates to the technical field of brake pedals, and in particular to an active damping brake pedal, a brake pedal control method, and a vehicle. Background Art

[0002] Currently, electronic brake pedals improve the driving experience through the coordinated operation of the pedal, speed reducer, and electric motor. The motor decelerates and increases torque through the speed reducer to output torque to the pedal. By controlling the motor speed and direction, different pedal damping is provided to meet driving needs.

[0003] However, the reducers currently used in electronic brake pedals are mostly worm gear mechanisms, which are prone to eccentricity during operation, resulting in large jitter and vibration during rotation, affecting the stability and reliability of the electronic brake pedal. Summary of the Invention

[0004] An embodiment of the present application provides an active damping brake pedal, which improves the stability of the brake pedal and at least partially solves the above-mentioned technical problems.

[0005] In order to achieve the above object, according to a first aspect of the present application, an active damping brake pedal is provided.

[0006] Includes: base,

[0007] A pedal body is rotatably mounted on the base;

[0008] a transmission mechanism mounted on the base, wherein the input end and the output end of the transmission mechanism are coaxially arranged, and the output end of the transmission mechanism is fixedly connected to the pedal body;

[0009] The driving mechanism is installed on the base, the output end of the driving mechanism is fixedly connected to the input end of the transmission mechanism, and the driving mechanism outputs torque to the pedal body through the transmission mechanism to provide damping to the pedal body.

[0010] Optionally, the transmission mechanism includes a planetary gear reduction mechanism, the input shaft of the planetary gear reduction mechanism is fixedly connected to the output end of the driving mechanism, and the output shaft of the planetary gear reduction mechanism is fixedly connected to the pedal body.

[0011] Optionally, the transmission mechanism includes a harmonic gear reduction mechanism, the input shaft of the harmonic gear reduction mechanism is fixedly connected to the output end of the driving mechanism, and the output shaft of the harmonic gear reduction mechanism is fixedly connected to the pedal body.

[0012] Optionally, the active damping brake pedal further includes:

[0013] a sensor, mounted on the base or the pedal body, and configured to obtain first motion data of the pedal;

[0014] A controller is installed on the base, and the controller is connected to the sensor and obtains the first motion data to control the direction and / or magnitude of the output torque of the driving mechanism.

[0015] Optionally, the sensor includes an angle sensor installed on the pedal body, and the angle sensor is used to obtain first rotation information of the pedal body as the first motion data.

[0016] Optionally, the sensor includes a stroke sensor connected to the pedal body, and the stroke sensor is used to obtain displacement information of the pedal body as the first motion data.

[0017] Optionally, the sensor is connected to an electronic brake controller, and the electronic brake controller obtains the first motion data to control the movement of the electronic brake.

[0018] Optionally, the sensor also includes a magnetically sensitive part and a magnetic part. The magnetically sensitive part is installed on the base and connected to the controller. The magnetic part is installed on the driving mechanism and moves synchronously with the output end of the driving mechanism. The magnetically sensitive part can be coupled with the magnetic part to obtain the second rotation information of the output end of the driving mechanism as the second motion data.

[0019] Optionally, the driving mechanism includes a first rotating shaft, a first connecting part and a second connecting part, the first rotating shaft is provided with a center hole, the first connecting part and the second connecting part are fixedly installed in the center hole, the first connecting part is connected to the transmission mechanism, and the second connecting part is fixedly connected to the magnetic part.

[0020] Optionally, the driving mechanism also includes a first bearing and an elastic member, the first rotating shaft and the base are rotatably connected through the first bearing, one end of the first bearing abuts against the first rotating shaft, the other end of the first bearing abuts against one end of the elastic member, and the other end of the elastic member abuts against the inner wall of the base.

[0021] Optionally, the driving mechanism also includes a second rotating shaft coaxial with the first rotating shaft, a third connecting portion is provided on the outer peripheral side of one end of the second rotating shaft, the third connecting portion extends into the center hole and is fixedly connected to the first connecting portion, and the other end of the second rotating shaft is transmission-connected to the transmission mechanism.

[0022] Optionally, the first connection portion includes a groove arranged along the radial direction of the second rotating shaft, and the third connection portion includes a protrusion arranged along the radial direction of the second rotating shaft; or,

[0023] The first connecting portion includes a protrusion arranged along the radial direction of the second rotating shaft, and the third connecting portion includes a groove arranged along the radial direction of the second rotating shaft.

[0024] Optionally, the transmission mechanism includes a partition mounted on the second rotating shaft and a first-level internal gear ring that is transmission-connected to the second rotating shaft. One side of the partition abuts against one end of the first-level internal gear ring, and the other side of the partition abuts against the inner wall of the base to separate the internal space of the base into a first installation space and a second installation space. The first installation space is used to install the drive mechanism, and the second installation space is used to install the transmission mechanism.

[0025] Optionally, the base is provided with a first limiting portion and a second limiting portion, and the first limiting portion and the second limiting portion are respectively located on both sides of the rotation direction of the pedal body, for limiting the stroke of the pedal body.

[0026] According to a second aspect of the present application, a brake pedal control method is provided, which is applied to the above-mentioned active damping brake pedal. The method comprises:

[0027] The output end of the driving mechanism drives the input end of the transmission mechanism to rotate;

[0028] The output end of the transmission mechanism, which is coaxial with the input end of the transmission mechanism, outputs torque to the pedal body to provide damping for the pedal body.

[0029] Optionally, the method further includes:

[0030] Acquiring first motion data of the pedal body and / or second motion data of the driving mechanism;

[0031] Acquire a pedal feedback force position curve, and obtain a driving signal according to at least one of the first motion data and / or the second motion data and the pedal feedback force position curve;

[0032] The driving mechanism is controlled to move according to the driving signal to provide different damping for the pedal body.

[0033] Optionally, the first motion data includes:

[0034] Acquiring first rotation information and displacement information of the pedal body;

[0035] If the displacement information does not exceed the displacement threshold, and the first rotation information does not exceed the rotation threshold, taking the displacement information or the first rotation information as the first motion data;

[0036] If the displacement information exceeds a displacement threshold and the first rotation information exceeds a rotation threshold, taking the displacement information or the first rotation information as the first motion data;

[0037] If the displacement information does not exceed the displacement threshold, and the first rotation information exceeds the rotation threshold, taking the displacement information as the first motion data;

[0038] If the displacement information exceeds a displacement threshold and the first rotation information does not exceed a rotation threshold, the first rotation information is used as the first motion data.

[0039] According to a third aspect of the present application, a car is provided, comprising the above-mentioned active damping brake pedal or a control method using the above-mentioned brake pedal.

[0040] In the active damping brake pedal of this embodiment, by providing a coaxial transmission mechanism with input and output ends, torque transmission is always along the same axis, resulting in smoother transmission and effectively reducing jitter and vibration during rotation. This coaxial transmission is stable, reducing vibration caused by structural instability, lowering energy loss, and improving overall transmission efficiency.

[0041] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0043] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0044] Figure 1 is a schematic perspective structural diagram of an active damping brake pedal provided in an exemplary embodiment of the present disclosure;

[0045] Figure 2 yes Figure 1 An internal cutaway view of the active damping brake pedal is shown;

[0046] Figure 3 yes Figure 1 A partial cross-sectional view of the active damping brake pedal is shown;

[0047] Figure 4 yes Figure 1The structural diagram of the secondary planetary carrier of the active damping brake pedal shown;

[0048] Figure 5 yes Figure 1 An exploded schematic diagram of a first structure of an active damping brake pedal is shown;

[0049] Figure 6 yes Figure 1 An exploded schematic diagram of a second structure of the active damping brake pedal is shown;

[0050] Figure 7 yes Figure 1 The schematic diagram of the front structure of the active damping brake pedal shown;

[0051] Figure 8 is a flow chart of a brake pedal control method provided in an exemplary embodiment of the present disclosure;

[0052] Figure 9 is an exemplary pedal body rotation angle and drive mechanism output torque curve of the present disclosure;

[0053] Figure 10 FIG. 1 is a graph showing an exemplary vehicle deceleration and a braking force of a depressed brake pedal according to the present disclosure.

[0054] Description of reference numerals:

[0055] 1. Driving mechanism; 101. First rotating shaft; 102. Stator; 103. Rotor; 104. Center hole; 105. First connecting portion; 106. Second connecting portion; 107. First bearing; 108. Second bearing; 109. Elastic member; 110. Bearing support end cap; 111. Second rotating shaft; 112. Third connecting portion;

[0056] 2. Transmission mechanism; 201. First-stage planetary gear; 202. Second-stage planetary gear; 203. First-stage planetary shaft; 204. Second-stage planetary shaft; 205. First-stage planetary disc; 206. Second-stage sun gear; 207. First-stage inner ring gear; 208. Second-stage inner ring gear; 209. Partition plate; 210. First deep groove ball bearing; 211. Second deep groove ball bearing; 212. Needle roller bearing; 213. Bushing; 214. Second-stage gasket; 215. Second-stage planet carrier; 216. Spline hole; 217. Shaft hole; 218. Mounting slot;

[0057] 3. Base; 31. First limiting portion; 32. Second limiting portion;

[0058] 4. Pedal body; 41. Actuator shaft; 42. Pressure plate; 43. Pedal arm;

[0059] 5. Sensor; 51. Angle sensor; 52. Travel sensor; 53. Magnetic component; 54. Magnetic sensitive component;

[0060] 6. Controller. DETAILED DESCRIPTION

[0061] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0062] According to the first aspect of this application, referring to Figure 1 and Figure 2 The present disclosure provides an active damping brake pedal, which includes a base 3, a pedal body 4, a transmission mechanism 2 and a drive mechanism 1. The pedal body 4 is rotatably mounted on the base 3; the transmission mechanism 2 is mounted on the base 3, and the input end and the output end of the transmission mechanism 2 are coaxially arranged, and the input end is fixedly connected to the output end of the drive mechanism 1, and the output end of the transmission mechanism 2 is fixedly connected to the pedal body 4; the drive mechanism 1 is mounted on the base 3, and the output end of the drive mechanism 1 is fixedly connected to the input end of the transmission mechanism 2. The drive mechanism 1 outputs torque to the pedal body 4 through the transmission mechanism 2 to provide damping to the pedal body 4.

[0063] In this embodiment, when the drive mechanism 1 is operating, the output end drives the input end of the transmission mechanism 2 to rotate. The output end of the transmission mechanism 2 then outputs torque to the pedal body 4, causing the pedal body 4 to rotate and providing damping for the pedal body 4. By arranging the transmission mechanism 2 with coaxial input and output ends, the force during torque transmission always flows along the same axis, resulting in smoother transmission and effectively reducing vibration and jitter during rotation. This coaxial transmission is stable, reducing vibration caused by structural instability, lowering energy loss, and improving overall transmission efficiency. This eliminates the problem of worm gear mechanisms being prone to eccentricity during operation due to misalignment, which can cause significant vibration and jitter during rotation.

[0064] The base 3 is fixed to the vehicle front cabin floor by bolts. The base 3 is rotatably connected to the pedal body 4. The controller 6 is fixedly installed on the outside. The transmission mechanism 2 and the drive mechanism 1 are installed inside the base 3.

[0065] The execution shaft 41 of the pedal body 4 is coaxially arranged with the input shaft of the transmission mechanism 2, the output shaft of the transmission mechanism 2, and the output shaft of the drive mechanism 1, so that during the rotation of the pedal body 4, the damping torque provided by the drive mechanism 1 can be smoothly transmitted through each intermediate shaft.

[0066] Reference Figure 3In some embodiments, the transmission mechanism 2 includes a planetary gear reduction mechanism, the input shaft of the planetary gear reduction mechanism is fixedly connected to the output end of the driving mechanism 1, and the output shaft of the planetary gear reduction mechanism is fixedly connected to the pedal body 4.

[0067] In this embodiment, the input shaft of the planetary gear reduction mechanism is fixedly connected to the output end of the drive mechanism 1, while the output shaft is fixedly connected to the actuator shaft 41 of the pedal body 4. The coaxiality of the input and output shafts ensures that torque transmission is always along the same axial direction, resulting in smoother transmission and effectively reducing jitter and vibration during rotation. Furthermore, the planetary gear reduction mechanism offers a high transmission ratio and high transmission efficiency, meeting torque output requirements under various operating conditions. Its compact structure enables efficient transmission within limited space, facilitating control of the overall size of the brake pedal.

[0068] Reference Figure 3 The planetary gear reducer is fixedly mounted inside base 3. The outer wall of the planetary gear reducer, specifically the secondary ring gear 208, is equipped with slots and bosses that match the inner wall of base 3. This provides circumferential positioning of the entire planetary gear reducer and ensures the transmission of system damping. Specifically, system damping can be achieved using a brushless motor drive mechanism 1 plus a two-stage planetary gear reducer.

[0069] The first-stage structure of the secondary planetary gear mechanism 202 consists of three evenly spaced planetary gears meshing together. The inner ring meshes with the second rotating shaft 111, transmitting torque to the primary planetary disc 205. The outer ring meshes with the primary inner gear ring 207, providing radial support for the three planetary gears and maintaining their circular motion. The three primary planetary gears 201 are connected to the primary planetary disc 205 via the primary planetary shaft 203, maintaining their orbital trajectory. Needle roller bearings 212 are positioned between the primary planetary shaft 203 and the primary planetary gears 201. A partition 209 is positioned on one side of the primary planetary gears 201. One side of the partition 209 abuts against the wall of the base 3, providing axial restraint for the primary planetary gears 201, preventing axial movement and preventing the leakage of internal lubricant during rotation. One side of the primary inner gear ring 207 abuts against the inner wall of the base 3, providing axial restraint for the planetary gear system.

[0070] The primary planetary disc 205 is fixedly connected to the secondary sun gear 206, transmitting the torque of the primary planetary gear 201 to the secondary sun gear 206 and providing radial support to one side of the secondary sun gear 206. The other side of the secondary sun gear 206 is meshed with four evenly distributed secondary planetary gears 202, which provide radial support to the secondary sun gear 206 and realize the secondary torque increase of the system torque. The outer rings of the four secondary planetary gears 202 are meshed with the secondary inner gear ring 208, realizing the circular motion of the four secondary planetary gears 202 and providing radial support to them. One side shoulder of the secondary inner gear ring 208 contacts the other side shoulder of the primary inner gear ring 207, and the two structures are locked by bolts to ensure internal sealing. The four secondary planetary gears 202 are axially limited by four secondary planetary shafts 204. The secondary planetary gears 202 are tightly connected to the secondary planetary shafts 204 through bushings 213. Both sides of the secondary planetary gears 202 are in contact with a secondary gasket 214 to improve the wear resistance between the gears and the shafts and provide radial and axial limitations.

[0071] Reference Figure 4 Schematic diagram of the structure of the secondary planet carrier 215. The inner ring of the first deep groove ball bearing 210 cooperates with the outer ring of one side of the secondary planet carrier 215. One side of the inner ring abuts the secondary gasket 214. The outer ring of the first deep groove ball bearing 210 cooperates with the secondary inner gear ring 208.

[0072] The inner ring of the second deep groove ball bearing 211 cooperates with the outer ring on the other side of the secondary planetary carrier 215. The inner ring plane on one side is close to the secondary gasket 214, and the outer ring on the other side abuts the step surface of the primary inner gear ring 207 to achieve overall axial positioning; the two deep groove ball bearings realize radial support of the secondary planetary carrier 215.

[0073] The four secondary planetary gears 202 are fixedly mounted on the four shaft holes 217 of the secondary planet carrier 215 . The mounting grooves 218 are used to accommodate the four secondary planetary gears 202 , so that the secondary planetary shafts 204 are evenly distributed on the secondary planet carrier 215 .

[0074] When the secondary planetary gear 202 rotates, the secondary planetary carrier 215 is driven to rotate. The spline hole 216 cooperates with the spline on one side of the pedal body 4 to transmit the damping from the drive mechanism 1 to the pedal body 4 and realize the torque increase.

[0075] Reference Figure 3 and Figure 4One side of the secondary planet carrier 215 abuts against a stepped surface on one side of the pedal body 4. A gap exists between one side of the first deep groove ball bearing 210 and the other side of the secondary inner gear ring 208, reducing the effects of other frictional resistance during rotation. Because the driver's stepping on the pedal body 4 generates a large braking torque and causes the axes of the drive mechanism 1 and transmission mechanism 2 to eccentrically move, directly impacting the splines of the pedal body 4 and the spline holes 216 of the secondary planet carrier 215, which can easily cause damage to the planetary gear reduction mechanism system, deep groove ball bearings are used to provide radial support for the pedal arm 43.

[0076] In some embodiments, the transmission mechanism 2 includes a harmonic gear reduction mechanism, the input shaft of the harmonic gear reduction mechanism is fixedly connected to the output end of the driving mechanism 1 , and the output shaft of the harmonic gear reduction mechanism is fixedly connected to the pedal body 4 .

[0077] In this embodiment, the input shaft of the harmonic gear reduction mechanism is fixedly connected to the output end of the drive mechanism 1, and the output shaft is fixedly connected to the actuator shaft 41 of the pedal body 4. The coaxiality of the input and output shafts ensures that torque transmission is always along the same axial direction, resulting in smoother transmission and effectively reducing jitter and vibration during rotation. Furthermore, the harmonic gear reduction mechanism offers a high transmission ratio, high transmission accuracy, smooth motion, low noise, compact size, and light weight, enabling precise torque output control, improving brake pedal operation response, and saving installation space.

[0078] For the intermediate conversion and transmission of drive mechanism 1's speed and torque, a variety of reduction gear options are available. In addition to the aforementioned planetary gear reduction mechanisms and harmonic gear reduction mechanisms, other reduction gear options can be selected based on product design parameters and the spatial layout. For solutions that require fast response, a low-reduction-ratio planetary gear reduction mechanism can be used in conjunction with a high-speed brushless motor drive mechanism 1. Alternatively, the torque of the brushless motor drive mechanism 1 can be directly output to the reducer output shaft via a coupling, enabling control of the pedal force applied to pedal arm 43. For applications requiring high torque, a harmonic gear reduction mechanism can be used to amplify the torque of the brushless motor drive mechanism 1. This requires consideration of the product's operating conditions and durability.

[0079] Reference Figure 1 、 Figure 5 and Figure 6 In some embodiments, the active damping brake pedal further includes a sensor 5 and a controller 6. Sensor 5 is mounted on base 3 or pedal body 4 and is configured to obtain first pedal motion data. Controller 6 is mounted on base 3 and is connected to sensor 5 to obtain the first motion data to control the direction and / or magnitude of the output torque of drive mechanism 1.

[0080] In this embodiment, by setting up a sensor 5 and a controller 6, the sensor 5 obtains the first motion data of the pedal body 4. The first motion data may include the first rotation information or displacement information of the pedal body 4 and is transmitted to the controller 6. The controller 6 is preset with a calibrated pedal feedback force position curve. The controller 6 controls the drive mechanism 1 to adjust the direction and / or magnitude of the output torque according to one of the first rotation information and displacement information and the pedal feedback force position curve, thereby realizing intelligent and precise control of the pedal damping, and can provide corresponding feedback force according to different pedal positions to improve driving comfort.

[0081] Reference Figure 1 、 Figure 5 and Figure 6 In some embodiments, the sensor 5 includes an angle sensor 51 installed on the pedal body 4, and the angle sensor 51 is used to obtain first rotation information of the pedal body 4, so that the controller 6 obtains the first rotation information as the first motion data.

[0082] In this embodiment, a first angle sensor 51 is provided to monitor the rotation angle of the pedal body 4 and send the data to the controller 6, so that the controller 6 can obtain the first rotation information of the pedal body 4 in real time, provide a basis for precise control of the driving mechanism 1, and improve the timeliness and accuracy of the control.

[0083] Reference Figure 1 and Figure 5 In some embodiments, the sensor 5 includes a stroke sensor 52 fixedly connected to the pedal body 4, and the stroke sensor 52 is used to obtain the displacement of the pedal body 4, so that the controller 6 obtains the displacement as the first motion data.

[0084] In this embodiment, a travel sensor 52 is provided to monitor the displacement of the pedal body 4 and send the data to the controller 6. The controller 6 can more comprehensively understand the motion state of the pedal body 4 in combination with the displacement information, thereby more accurately controlling the drive mechanism 1 and the brake, thereby improving the control accuracy and reliability of the brake pedal system.

[0085] In some embodiments, the sensor 5 is connected to an electronic brake controller, and the electronic brake controller obtains the first motion data to control the motion of the electronic brake.

[0086] In this embodiment, the first motion data monitored by sensor 5 can directly interact with the electronic brake controller (EMB controller), enabling faster response times and direct control of the EMB for braking. Furthermore, pedal body 4 is completely decoupled from the brake. Activation of other safety features, such as ABS, prevents abnormal return values ​​from affecting pedal body 4, improving the driver's driving experience.

[0087] Reference Figure 2 and Figure 5 In some embodiments, the sensor 5 further includes a magnetically sensitive component 54 and a magnetic component 53. The magnetically sensitive component 54 is mounted on the base 3 and connected to the controller 6. The magnetic component 53 is mounted on the driving mechanism 1 and moves synchronously with the output end of the driving mechanism 1. The magnetically sensitive component 54 can be coupled with the magnetic component 53 to obtain the second rotation information degree of the output end of the driving mechanism 1, so that the controller 6 obtains the second rotation information as the second motion data.

[0088] In this embodiment, by setting up a magnetic sensitive part 54 and a magnetic part 53, the second rotation information of the output end of the driving mechanism 1 is monitored and the data is sent to the controller 6, so that the controller 6 can obtain the second rotation information of the driving mechanism 1, realize real-time monitoring of the movement state of the driving mechanism 1, and feedback adjust the driving mechanism 1 according to the second rotation information, thereby improving the control accuracy and stability.

[0089] Reference Figure 2 In some embodiments, the driving mechanism 1 includes a first rotating shaft 101, a first connecting part 105 and a second connecting part 106. The first rotating shaft 101 is provided with a center hole 104. The first connecting part 105 and the second connecting part 106 are fixedly installed in the center hole 104. The first connecting part 105 is connected to the transmission mechanism 2, and the second connecting part 106 is fixedly connected to the magnetic part 53.

[0090] In this embodiment, the first connecting part 105 and the second connecting part 106 are arranged in the center hole 104 of the first rotating shaft 101 and are fixedly connected to the first rotating shaft 101. The first connecting part 105 is fixedly connected to the transmission mechanism 2, and the second connecting part 106 is fixedly connected to the magnetic part 53. The connection between the driving mechanism 1, the transmission mechanism 2 and the sensor 5 is more compact, and ensures the effective transmission of the torque of the driving mechanism 1 and the accurate acquisition of the signal.

[0091] Reference Figure 2 The drive mechanism 1 is a cylindrical structure and includes a stator 102 and a rotor 103. The stator 102 is pressed into the stator 102 cavity of the base 3 by press-fitting, and the contact surface is an interference fit. The metal outer wall of the stator 102 and the step surface of the cavity realize axial limitation.

[0092] The rotor 103 is press-fitted with the first rotating shaft 101 to achieve interference fit, so that the rotor 103 and the first rotating shaft 101 rotate together. One side of the rotor 103 contacts the stepped surface of the first rotating shaft 101 to achieve axial limitation.

[0093] The circumferential surface on one side of the first rotating shaft 101 contacts the inner ring of the second bearing 108, which is a transition fit, thereby realizing radial limitation of the first rotating shaft 101. The circumferential surface on the other side of the first rotating shaft 101 contacts the inner ring of the first bearing 107, which is an interference fit, thereby realizing radial limitation of the first rotating shaft 101.

[0094] The outer ring of the second bearing 108 has an interference fit with the wall of the base 3 to achieve radial support for the second bearing 108. One side of the outer ring of the second bearing 108 contacts the step surface of the base 3 to achieve axial limitation of the second bearing 108. The outer ring of the first bearing 107 has a transition fit with the inner ring on one side of the bearing support end cover 110 to achieve radial support for the first bearing 107.

[0095] Reference Figure 2 The largest circumferential surface of the bearing support end cap 110 abuts against the stepped surface of the base 3, providing axial support for the bearing support end cap 110, which is then bolted to the base 3. The stator 102 wires are led out through the outlet holes of the bearing support end cap 110 and directly connected to the controller 6.

[0096] The first rotating shaft 101 is hollow, which can reduce the weight of the first rotating shaft 101. The inner circumferential surface of one side of the first rotating shaft 101 has an interference fit with the outer wall of one side of the second connecting portion 106, providing radial support for the second connecting portion 106 and enabling the second connecting portion 106 to rotate together with the first rotating shaft 101. The other side of the second connecting portion 106 abuts against the stepped surface of one side of the first rotating shaft 101, limiting the axial position of the second connecting portion 106.

[0097] Reference Figure 2 The groove on the other side of the second connecting part 106 carries a magnetic part 53 of the same size. The magnetic part 53 passes through the central circular hole of the bearing support end cover 110 and is concentric with the magnetic sensitive part 54 on the controller 6. It records the real-time second rotation information of the first rotating shaft 101 and is used for PID control of the driving mechanism 1.

[0098] Reference Figure 2 In some embodiments, the driving mechanism 1 further includes a first bearing 107 and an elastic member 109. The first rotating shaft 101 and the base 3 are rotatably connected through the first bearing 107. One end of the first bearing 107 abuts against the limiting step on the first rotating shaft 101, and the other end of the first bearing 107 abuts against one end of the elastic member 109. The other end of the elastic member 109 abuts against the inner wall of the base 3.

[0099] Excessive clearance will cause the bearing to vibrate and make noise when rotating. Applying a preload through the elastic member 109 to reduce the clearance of the first bearing 107 can effectively suppress abnormal displacement of the bearing, making the first rotating shaft 101 rotate more smoothly, thereby improving the operating stability of the entire brake pedal and reducing component wear caused by vibration.

[0100] The inner ring of one side of the first bearing 107 contacts the stepped surface of the first rotating shaft 101, thus limiting the axial position of the first rotating shaft 101. The outer ring of the other side of the first bearing 107 abuts one side of the elastic member 109, and the other side of the elastic member 109 abuts the stepped surface of the bearing support end cap 110. The first rotating shaft 101 is provided with a margin of play to avoid insufficient overall machining accuracy, resulting in insufficient system coaxiality, excessive motor rotational resistance, and affected torque transmission accuracy.

[0101] Reference Figure 2 In some embodiments, the driving mechanism 1 also includes a second rotating shaft 111 coaxial with the first rotating shaft 101, and a third connecting portion 112 is provided on the outer peripheral side of one end of the second rotating shaft 111. The third connecting portion 112 extends into the center hole 104 and is fixedly connected to the first connecting portion 105. The other end of the second rotating shaft 111 is transmission-connected to the transmission mechanism 2.

[0102] In this embodiment, the third connecting portion 112 of the second rotating shaft 111 extends into the center hole 104 of the first rotating shaft 101 and is fixedly connected to the first connecting portion 105, thereby realizing a coaxial connection between the transmission mechanism 2 and the driving mechanism 1, ensuring the coaxiality and stability of the torque transmission, and further reducing vibration and energy loss during the transmission process.

[0103] Reference Figure 2 In some embodiments, the first connection portion 105 includes a groove radially arranged along the second rotation axis 111, and the third connection portion 112 includes a protrusion radially arranged along the second rotation axis 111; or

[0104] The first connection portion 105 includes a protrusion disposed radially along the second rotation axis 111 , and the third connection portion 112 includes a groove disposed radially along the second rotation axis 111 .

[0105] In this embodiment, the first connecting portion 105 and the third connecting portion 112 are matched with grooves and protrusions. This connection structure is simple and reliable, easy to install and disassemble, can effectively transmit torque, and ensure the stability of power transmission between the transmission mechanism 2 and the drive mechanism 1.

[0106] Specifically, the first connecting part 105 is an inner gear ring, and the third connecting part 112 is an outer gear ring. The inner gear ring and the outer gear ring cooperate to circumferentially fix the first rotating shaft 101 and the second rotating shaft 111. The outer ring step surface of the second rotating shaft 111 abuts against the cross section of one side of the first rotating shaft 101 to realize axial limitation of the second rotating shaft 111.

[0107] Reference Figure 3In some embodiments, the transmission mechanism 2 includes a partition 209 sleeved on the second rotating shaft 111 and a first-stage internal gear ring 207 transmission-connected to the second rotating shaft 111. One side of the partition 209 abuts against one end of the first-stage internal gear ring 207, and the other side of the partition 209 abuts against the inner wall of the base 3 to separate the internal space of the base 3 into a first installation space and a second installation space. The first installation space is used to install the driving mechanism 1, and the second installation space is used to install the transmission mechanism 2.

[0108] In this embodiment, the partition 209 divides the internal space of the base 3 into a first installation space and a second installation space, which are used to install the drive mechanism 1 and the transmission mechanism 2 respectively, so that the internal structure layout of the brake pedal system is more reasonable, which is convenient for the installation and maintenance of various components. At the same time, it ensures the relative independence of the installation space of the drive mechanism 1 and the transmission mechanism 2, prevents the lubricating grease in the transmission mechanism 2 from overflowing, ensures that the transmission mechanism 2 can operate stably, and prevents the lubricating grease from contaminating the drive mechanism 1.

[0109] Reference Figure 1 and Figure 7 In some embodiments, the base 3 is provided with a first limiting portion 31 and a second limiting portion 32 , which are respectively located on both sides of the rotation direction of the pedal body 4 and are used to limit the stroke of the pedal body 4 .

[0110] In this embodiment, the first limiter 31 and the second limiter 32 are provided to limit the travel of the pedal body 4, prevent the pedal body 4 from excessive rotation, protect the various components of the brake pedal, and ensure that the pedal body 4 operates within a safe travel range, thereby preventing damage to the transmission mechanism 2 and improving the safety of the brake pedal. It should be noted that Figure 7 The two pedal bodies 4 are only used to indicate that they are located at two extreme positions. There are not actually two pedal bodies 4 . There is actually only one pedal body 4 .

[0111] Because the base 3 is equipped with a return spring that drives the pedal body 4 back to its original position, the pedal body 4 always maintains its initial position. The pedal body 4 is equipped with a fixedly connected pressure plate 42 and pedal arm 43. The pedal arm 43 adopts a statically indeterminate beam structure to resist the impact force when stepping on the pressure plate 42. The overall curved design of the pedal arm 43 ensures a more even distribution of internal forces, preventing localized excessive stress and the formation of dangerous cross-sections.

[0112] Reference Figure 8 According to a second aspect of the present application, a brake pedal control method is provided, which is applied to the above-mentioned brake pedal, and the method comprises:

[0113] The output end of the driving mechanism 1 drives the input end of the transmission mechanism 2 to rotate;

[0114] The output end of the transmission mechanism 2 , which is coaxial with the input end of the transmission mechanism 2 , outputs torque to the pedal body 4 , providing damping for the pedal body 4 .

[0115] This brake pedal control method utilizes a transmission mechanism 2 with coaxial input and output ends. This ensures that torque transmission is always along the same axis, resulting in smoother transmission and effectively reduced vibration and jerkiness during rotation. This coaxial transmission reduces vibrations caused by structural instability, lowers energy loss, and improves overall transmission efficiency. This eliminates the problem of worm gear mechanisms being prone to eccentricity during operation due to misalignment, which can cause significant vibration and jerkiness during rotation.

[0116] In some embodiments, the method further comprises:

[0117] Acquiring first motion data of the pedal body 4 and / or second motion data of the driving mechanism 1;

[0118] Acquire a pedal feedback force position curve, and obtain a driving signal according to at least one of the first motion data and / or the second motion data and the pedal feedback force position curve;

[0119] The driving mechanism 1 is controlled to move according to the driving signal to provide different damping for the pedal body 4 .

[0120] In this embodiment, sensor 5 monitors the first motion data of pedal body 4, allowing controller 6 to collect information about pedal body 4's motion and accurately control the motion of drive mechanism 1 and brake according to a calibrated pedal feedback force-position curve. Magnetic sensor 54 monitors the second motion data of second rotating shaft 111 in real time, i.e., second rotation information, and uses this information to adjust the PID control of drive mechanism 1. This allows controller 6 to dynamically adjust the direction and magnitude of the output torque based on the actual rotational state of drive mechanism 1, forming a closed-loop feedback control loop. This further enhances the motion control accuracy of drive mechanism 1, reduces torque fluctuations, and optimizes the damping characteristics of the brake pedal and the driving experience.

[0121] For the identification of system signals, the angle sensor 51 plus the stroke displacement sensor 5 can be selected for dual-path redundant identification to increase the fault tolerance of the product; or the angle sensor 51 plus the inductive sensor 5 can be used for dual-path signal redundancy to reduce costs and also achieve separate sampling of signals; or a dual-angle identification sensor 5 can be used to monitor angle changes in real time to make the system simulated damping application more accurate.

[0122] In some embodiments, the first motion data includes:

[0123] Acquiring first rotation information and displacement information of the pedal body 4;

[0124] If the displacement information does not exceed the displacement threshold, and the first rotation information does not exceed the rotation threshold, the displacement information or the first rotation information is used as the first motion data;

[0125] If the displacement information exceeds the displacement threshold and the first rotation information exceeds the rotation threshold, the displacement information or the first rotation information is used as the first motion data;

[0126] If the displacement information does not exceed the displacement threshold, and the first rotation information exceeds the rotation threshold, the displacement information is used as the first motion data;

[0127] If the displacement information exceeds the displacement threshold and the first rotation information does not exceed the rotation threshold, the first rotation information is used as the first motion data.

[0128] The first rotation information may be obtained through the angle sensor 51 , and the displacement information may be obtained through the stroke sensor 52 .

[0129] In this embodiment, a redundant control mechanism is constructed by setting a displacement threshold and a rotation threshold, and performing a deviation comparison analysis with the displacement information and the first rotation information. When the deviation of both parameters does not exceed the threshold, the rotation information is preferentially retained as the first motion data to control the drive mechanism 1 and the brake to achieve precise drive; when a single parameter deviation exceeds the threshold, the data that does not exceed the threshold is retained as the first motion data to maintain control and avoid system malfunction due to an abnormality of a single sensor 5; when both parameter deviations exceed the threshold, the displacement information is retained as the first motion data to control the brake to ensure the basic reliability of the braking function in an emergency. This method improves the fault tolerance and control stability of the system under complex working conditions by dynamically selecting valid data, ensuring both the refined control effect under normal working conditions and the safety under abnormal conditions through a redundant strategy, thus achieving dual optimization of data reliability and control safety.

[0130] Specifically, the pedal feedback force position curve is editable, used to adjust the drive signal to provide different damping levels for pedal body 4. By editing the pedal feedback force position curve, the rate and magnitude of damping force applied or reduced on pedal body 4 can be controlled. A nonlinear pedal feel curve can be implemented, and multiple inflection points can be added to the latter part of pedal body 4's travel. This allows the feedback force output to be proactively adjusted based on the driver's driving habits, improving the driver's driving experience.

[0131] Reference Figure 9 , provides an exemplary pedal body 4 rotation angle ( Figure 9 Middle pedal arm angle) and damping force ( Figure 9 The controller 6 compares the first rotation information monitored by the angle sensor 51 with the feedback force of the pedal surface. Figure 9The preset value calibrated in the control drive mechanism 1 provides a corresponding amount of damping. Figure 9 The middle curve L1 is the upper boundary of the damping force, the curve L2 is the lower boundary of the damping force, the curve L3 is the damping force of the standard driving mode, and the curve L4 is the damping force of the sports driving mode.

[0132] In traditional vehicles, the brake pedal and brake are connected via a hydraulic or mechanical connection. The braking system's feedback, the braking reaction force, acts directly on the pedal surface via a hydraulic push rod, providing the driver with a comfortable and effective braking feel. Currently, vehicles using electronic brakes (EMBs) eliminate the hydraulic or mechanical connection between the brake pedal and the brake, preventing the driver from directly sensing the brake pedal's reaction force (i.e., pedal stiffness feedback).

[0133] Reference Figure 10 , provides an exemplary curve of the relationship between the pedal force of the pedal body 4 and the vehicle deceleration, the controller 6 compares the second rotation information monitored by the magnetic sensitive element 54 with the Figure 10 The preset value in the calibration controls the brake to provide a corresponding deceleration. Figure 10 Curve L1 in the middle represents the upper deceleration limit, curve L2 represents the lower deceleration limit, curve L3 represents the deceleration in standard driving mode, and curve L4 represents the deceleration in sport driving mode. This method can control the vehicle's deceleration based on the driver's intention to step on the brake pedal and actively simulate the rigidity feedback of the pedal body 4.

[0134] According to the third aspect of the present application, a car is also provided, which includes the above-mentioned active damping brake pedal or the control method using the above-mentioned brake pedal. The car has all the beneficial effects of the above-mentioned active damping brake pedal or the above-mentioned brake pedal control method, and the present disclosure will not repeat them here.

[0135] The car can be a fuel car, a plug-in hybrid car or a new energy car, etc., and this disclosure does not make any specific limitations on this.

[0136] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0137] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0138] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0139] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. An active damping brake pedal, characterized in that: include: base, A pedal body is rotatably mounted on the base; a transmission mechanism mounted on the base, wherein the input end and the output end of the transmission mechanism are coaxially arranged, and the output end of the transmission mechanism is fixedly connected to the pedal body; The driving mechanism is installed on the base, the output end of the driving mechanism is fixedly connected to the input end of the transmission mechanism, and the driving mechanism outputs torque to the pedal body through the transmission mechanism to provide damping to the pedal body.

2. The active damping brake pedal according to claim 1, characterized in that: The transmission mechanism includes a planetary gear reduction mechanism, an input shaft of the planetary gear reduction mechanism is fixedly connected to the output end of the driving mechanism, and an output shaft of the planetary gear reduction mechanism is fixedly connected to the pedal body.

3. The active damping brake pedal according to claim 1, characterized in that: The transmission mechanism includes a harmonic gear reduction mechanism, an input shaft of the harmonic gear reduction mechanism is fixedly connected to the output end of the driving mechanism, and an output shaft of the harmonic gear reduction mechanism is fixedly connected to the pedal body.

4. The active damping brake pedal according to claim 1, characterized in that: The active damping brake pedal further comprises: a sensor, mounted on the base or the pedal body, and configured to obtain first motion data of the pedal; A controller is installed on the base, and the controller is connected to the sensor and obtains the first motion data to control the direction and / or magnitude of the output torque of the driving mechanism.

5. The active damping brake pedal according to claim 4, characterized in that: The sensor includes an angle sensor installed on the pedal body, and the angle sensor is used to obtain first rotation information of the pedal body as the first motion data.

6. The active damping brake pedal according to claim 4, characterized in that: The sensor includes a stroke sensor connected to the pedal body, and the stroke sensor is used to obtain displacement information of the pedal body as the first motion data.

7. The active damping brake pedal according to claim 4, characterized in that: The sensor is connected to an electronic brake controller, and the electronic brake controller obtains the first motion data to control the motion of the electronic brake.

8. The active damping brake pedal according to claim 4, characterized in that: The sensor also includes a magnetically sensitive component and a magnetic component. The magnetically sensitive component is installed on the base and connected to the controller. The magnetic component is installed on the driving mechanism and moves synchronously with the output end of the driving mechanism. The magnetically sensitive component can be coupled with the magnetic component to obtain the second rotation information of the output end of the driving mechanism as the second motion data.

9. The active damping brake pedal according to claim 8, characterized in that: The driving mechanism includes a first rotating shaft, a first connecting part and a second connecting part. The first rotating shaft is provided with a center hole. The first connecting part and the second connecting part are fixedly installed in the center hole. The first connecting part is connected to the transmission mechanism, and the second connecting part is fixedly connected to the magnetic part.

10. The active damping brake pedal according to claim 9, characterized in that: The driving mechanism also includes a first bearing and an elastic member. The first rotating shaft and the base are rotatably connected through the first bearing. One end of the first bearing abuts against the first rotating shaft, the other end of the first bearing abuts against one end of the elastic member, and the other end of the elastic member abuts against the inner wall of the base.

11. The active damping brake pedal according to claim 9, characterized in that: The driving mechanism also includes a second rotating shaft coaxial with the first rotating shaft, and a third connecting part is provided on the outer peripheral side of one end of the second rotating shaft. The third connecting part extends into the center hole and is fixedly connected to the first connecting part. The other end of the second rotating shaft is transmission-connected to the transmission mechanism.

12. The active damping brake pedal according to claim 11, characterized in that: The first connecting portion includes a groove arranged along the radial direction of the second rotating shaft, and the third connecting portion includes a protrusion arranged along the radial direction of the second rotating shaft; or, The first connecting portion includes a protrusion arranged along the radial direction of the second rotating shaft, and the third connecting portion includes a groove arranged along the radial direction of the second rotating shaft.

13. The active damping brake pedal according to claim 11, characterized in that: The transmission mechanism includes a partition mounted on the second rotating shaft and a first-level internal gear ring that is transmission-connected to the second rotating shaft. One side of the partition abuts against one end of the first-level internal gear ring, and the other side of the partition abuts against the inner wall of the base to separate the internal space of the base into a first installation space and a second installation space. The first installation space is used to install the drive mechanism, and the second installation space is used to install the transmission mechanism.

14. The active damping brake pedal according to claim 1, characterized in that: The base is provided with a first limiting portion and a second limiting portion, and the first limiting portion and the second limiting portion are respectively located on both sides of the rotation direction of the pedal body, and are used to limit the stroke of the pedal body.

15. A method for controlling a brake pedal, characterized in that: The active damping brake pedal according to any one of claims 1 to 14, wherein the method comprises: The output end of the driving mechanism drives the input end of the transmission mechanism to rotate; The output end of the transmission mechanism, which is coaxial with the input end of the transmission mechanism, outputs torque to the pedal body to provide damping for the pedal body.

16. The brake pedal control method according to claim 15, characterized in that: The method further comprises: Acquiring first motion data of the pedal body and / or second motion data of the driving mechanism; Acquire a pedal feedback force position curve, and obtain a driving signal according to at least one of the first motion data and / or the second motion data and the pedal feedback force position curve; The driving mechanism is controlled to move according to the driving signal to provide different damping for the pedal body.

17. The brake pedal control method according to claim 16, characterized in that: The first motion data includes: Acquiring first rotation information and displacement information of the pedal body; If the displacement information does not exceed the displacement threshold, and the first rotation information does not exceed the rotation threshold, taking the displacement information or the first rotation information as the first motion data; If the displacement information exceeds a displacement threshold and the first rotation information exceeds a rotation threshold, taking the displacement information or the first rotation information as the first motion data; If the displacement information does not exceed the displacement threshold, and the first rotation information exceeds the rotation threshold, taking the displacement information as the first motion data; If the displacement information exceeds a displacement threshold and the first rotation information does not exceed a rotation threshold, the first rotation information is used as the first motion data.

18. An automobile, characterized in that: A control method comprising an active damping brake pedal as described in any one of claims 1 to 14 or a brake pedal as described in any one of claims 15 to 17.

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