A semi decoupled series wet pedal simulator

Abstract

The present specification discloses a semi-decoupled tandem wet type pedal simulator, which comprises an aluminum valve body, an inner left simulator cavity and an inner right human power pressure cavity arranged in series along the axial direction, and the two cavities are separated by an intermediate partition plate with multiple through holes. The human power pressure mechanism includes a push rod, a piston, a sealing element and a return spring, and the bottom first oil outlet is connected to the rear wheel brake oil circuit through a CSV normally open valve. The simulator mechanism includes a piston, a guide rod, an elastomer assembly and a cover; the guide rod extends into the human power pressure cavity through the through hole of the partition plate and maintains an initial gap with the human power piston; the elastomer assembly adopts a composite structure of a support seat, an inner spring, a rubber elastomer and an outer spring which are sequentially sleeved from inside to outside. The second oil outlet at the bottom of the simulator cavity is connected to the oil can or the remaining wheel end brake oil circuit through a two-position three-way valve, which can realize redundancy backup and accurate pedal feeling simulation under compact structure.

Description

Technical Field

[0001] This invention relates to the field of automotive braking system technology, and more specifically, to a semi-decoupled series wet pedal simulator. Background Technology

[0002] With the continuous advancement of vehicle electrification, the power assist module of the vehicle braking system has gradually been replaced by electronic power assist modules, replacing the traditional engine vacuum booster in fuel vehicles. Currently, the mainstream EHB braking systems on the market are mainly divided into two technical solutions: one-box and two-box. The actuators of both of these solutions tend to be structurally integrated and functionally diversified. Although this can achieve multi-functional integration, it also results in a larger actuator size. Furthermore, the system compatibility and replaceability of core components such as the pedal simulator and master cylinder are poor, causing inconvenience to the layout and maintenance of the vehicle braking system.

[0003] As a key component of the EHB system, the pedal simulator's role is to simulate the real brake pedal feel during normal braking assistance using elastomer components or gas / liquid media, ensuring the driver receives precise operational feedback. Currently, mainstream pedal simulator designs are divided into two main categories: dry and wet. Dry simulators often use a multi-layered spring structure to simulate pedal force, offering a relatively simple structure but limited adaptability. Wet simulators, on the other hand, use solenoid valves to control the opening and adjust the system stiffness to simulate pedal force, making them more suitable for hydraulic actuators. However, most existing wet simulator solutions integrate the simulator with the main valve body of the hydraulic actuator, or employ a separate design between the simulator and the manual pressure-building cylinder. In this case, the simulator acts as an independent chamber connected to the manual pressure-building source via piping, relying on a liquid medium to transmit force and generate pedal feedback. This separate structure further exacerbates the problems of system size redundancy and assembly complexity. Summary of the Invention

[0004] This specification provides a semi-decoupled series wet pedal simulator to overcome at least one technical problem existing in related technologies.

[0005] This specification provides an embodiment of a semi-decoupled series wet pedal simulator, including: An aluminum valve body has two coaxially connected cavities inside, namely a simulator cavity on the left and a manual pressure-building cavity on the right. The two cavities are separated by an intermediate partition plate, which has multiple through holes for transmitting hydraulic force. A manual pressure-building mechanism is assembled inside the manual pressure-building chamber. It includes a manual pressure-building chamber push rod, a manual pressure-building chamber piston, a secondary seal, a primary seal, and a manual pressure-building unit spring. The manual pressure-building chamber push rod axially penetrates the right end cap of an aluminum valve body. The manual pressure-building chamber piston is connected to the left end of the manual pressure-building chamber push rod. The secondary seal and the primary seal are respectively disposed on both sides of the manual pressure-building chamber piston. The manual pressure-building unit spring is disposed inside the manual pressure-building chamber. The manual pressure-building chamber is provided with a first oil outlet, and the first oil outlet is connected to a CSV normally open valve, which is connected to the vehicle's rear wheel brake oil circuit. The simulator mechanism is assembled inside the simulator cavity and includes a simulator piston, a guide rod, an elastomer assembly, and a simulator cover. The simulator piston is slidably assembled inside the simulator cavity. The guide rod is located at the right end of the simulator piston and extends through a through hole in the intermediate partition plate into the artificial pressure chamber, maintaining a preset initial gap with the piston in the artificial pressure chamber. The elastomer assembly is located on the left side of the simulator piston, and the simulator cover is fixedly connected to the left end of the aluminum valve body. The elastomer assembly includes an inner spring and an outer spring coaxially sleeved from the inside out, a spring support seat, a rubber elastomer, and a rubber elastomer support frame; the right ends of both the inner and outer springs contact the left end of the simulator piston, and their left ends contact the right end face of the spring support seat; the left end face of the spring support seat contacts the right end of the rubber elastomer; the left end of the rubber elastomer is supported by the rubber elastomer support frame; the rubber elastomer support frame is supported on the simulator cover; the outer spring is sleeved outside the inner spring; The simulator cavity is provided with a second oil outlet, which is connected to a two-position three-way valve. The two-position three-way valve is selectively connected to the oil reservoir or the brake oil circuit of the other wheel ends of the vehicle.

[0006] In some alternative implementations, the simulator cover is fixedly connected to the left end of the aluminum valve body by riveting or threading.

[0007] In some alternative implementations, the CSV normally open valve is closed when energized and open when de-energized.

[0008] In some alternative implementations, the two-position three-way valve is in the position connecting the simulator cavity and the wheel end when the power is off.

[0009] In some optional embodiments, the intermediate partition plate has 3-6 through holes, evenly distributed around the guide rod; a simulator seal is provided between the simulator piston and the aluminum valve body to seal the simulator cavity.

[0010] In some optional embodiments, the manual pressure building unit spring is sleeved on the manual pressure building chamber push rod, with its right end supported on the right end cap of the aluminum valve body and its left end supported on the manual pressure building chamber piston; the manual pressure building chamber piston and the manual pressure building chamber push rod are fixedly connected or integrally formed.

[0011] In some alternative embodiments, the spring support seat and the simulator piston are separate structures; the rubber elastomer support frame and the simulator cover are separate structures.

[0012] In some alternative embodiments, the rubber elastomer has a cylindrical structure.

[0013] The beneficial effects of the embodiments in this specification are as follows: 1. The technical solution of this application arranges the manual pressure-building chamber and the simulator chamber coaxially in series within a single aluminum valve body, replacing the traditional design that separates the manual pressure-building unit and the simulator unit into two separate entities. This highly integrated structure improves space utilization efficiency, making the entire pedal simulator smaller and more compact. Simultaneously, the integrated valve body reduces the number of parts and complex connecting pipelines, simplifies the assembly process, and thus lowers manufacturing costs.

[0014] 2. The technical solution of this application, with its intermediate partition plate and multiple through holes between the two chambers, not only facilitates the hydraulic path for pressure transmission between the two chambers but also provides a physical passage for the guide rod. The pre-set initial gap between the guide rod and the piston in the manual pressure-building chamber ensures decoupling of the two piston movements during normal braking, allowing the simulator to independently provide pedal feel. When a leak occurs in the manual pressure-building chamber, this gap is eliminated, and the guide rod makes mechanical contact with the piston in the manual pressure-building chamber, allowing the force of the manual push rod to directly push the simulator piston to build pressure via the guide rod. This enables mechanical backup braking using the other chamber in the event of a single chamber leak.

[0015] 3. In the technical solution of this application, the manual pressure-building chamber is connected to the rear wheel brake circuit of the vehicle through its first oil outlet and CSV normally open valve. The simulator chamber is selectively connected to the oil reservoir or the brake circuit of the other wheels of the vehicle through its second oil outlet and two-position three-way valve. This architecture, in conjunction with the valve control strategy, allows the system to simultaneously utilize the manual pressure-building chamber and the simulator chamber as two independent pressure sources under backup assist conditions (such as mechanical backup or power failure), outputting braking force to the rear wheels and front wheels (or other wheel ends) respectively, thereby achieving four-wheel braking and improving braking efficiency and vehicle stability under backup conditions.

[0016] 4. The simulator mechanism in this application employs a composite elastomer assembly consisting of an inner spring, an outer spring, a spring support seat, a rubber elastomer, and a rubber elastomer support frame. The spring support seat and the simulator piston are separate structures, acting as an independent force transmission intermediary. This ensures that the forces of the inner and outer springs are first combined and then smoothly and evenly transmitted to the rubber elastomer. This specific multi-layered design based on the separate support seat, through the different stiffness characteristics of each component and the nonlinear deformation of the rubber elastomer, collectively creates an excellent pedal feel that is "soft at first and then hard," with clear and linear feedback, thus providing the driver with a comfortable and realistic braking feel. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments or related technologies of this specification, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the 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 A schematic diagram of the structural composition of the semi-decoupled series wet pedal simulator provided for the technical solution of this application; Figure 2 This is a schematic diagram of the symbol for a two-position three-way solenoid valve; Figure 3 This is a schematic diagram illustrating the structure and working principle of a two-position three-way solenoid valve.

[0019] Wherein, 1 represents the push rod of the manual pressure building chamber, 2 represents the piston of the manual pressure building chamber, 3 represents the secondary seal, 4 represents the main seal, 5 represents the spring of the manual pressure building unit, 6 represents the manual pressure building chamber, 7 represents the simulator chamber, 8 represents the inner spring, 9 represents the outer spring, 10 represents the inner spring support seat, 11 represents the rubber elastomer, 12 represents the rubber elastomer support skeleton, 13 represents the simulator cover, and 14 represents the simulator piston. Detailed Implementation

[0020] The technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. 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 are within the scope of protection of the present invention.

[0021] It should be noted that the terms used in the embodiments and drawings of this specification include and have, as well as any variations thereof, and are intended to cover non-exclusive inclusion.

[0022] This specification discloses a semi-decoupled series wet pedal simulator and a vehicle braking control system, which will be described in detail below with reference to the accompanying drawings. Figure 1 A schematic diagram illustrating the structural composition of the semi-decoupled series wet pedal simulator provided in this application. Figure 2 This is a schematic diagram of the symbol for a two-position three-way solenoid valve. Figure 3 This is a schematic diagram illustrating the structure and working principle of a two-position three-way solenoid valve.

[0023] like Figure 1 As shown, the semi-decoupled series wet pedal simulator provided in this application includes: An aluminum valve body has two coaxially connected cavities inside, namely a simulator cavity 7 on the left and a manual pressure-building cavity 6 on the right. The two cavities are separated by an intermediate partition plate, which has multiple through holes for transmitting hydraulic force. The manual pressure-building mechanism is assembled in the manual pressure-building chamber 6 and includes a manual pressure-building chamber push rod 1, a manual pressure-building chamber piston 2, a secondary seal 3, a main seal 4, and a manual pressure-building unit spring 5. The manual pressure-building chamber push rod 1 passes through the right end cover of the aluminum valve body axially. The manual pressure-building chamber piston 2 is connected to the left end of the manual pressure-building chamber push rod 1. The secondary seal 3 and the main seal 4 are respectively disposed on both sides of the manual pressure-building chamber piston 2. The manual pressure-building unit spring 5 is disposed in the manual pressure-building chamber 6. The manual pressure chamber 6 is provided with a first oil outlet, and the first oil outlet is connected to a CSV normally open valve, which is connected to the vehicle's rear wheel brake oil circuit. The simulator mechanism is assembled in the simulator cavity 7 and includes a simulator piston 14, a guide rod, an elastomer assembly, and a simulator cover 13. The simulator piston 14 is slidably assembled in the simulator cavity 7. The guide rod is located at the right end of the simulator piston 14 and extends through a through hole in the intermediate partition plate into the manual pressure chamber 6, maintaining a preset initial gap with the manual pressure chamber piston 2. The elastomer assembly is located on the left side of the simulator piston 14, and the simulator cover 13 is fixedly connected to the left end of the aluminum valve body. The elastomer assembly includes an inner spring 8 and an outer spring 9, coaxially sleeved from the inside out, a spring support 10, a rubber elastomer 11, and a rubber elastomer support frame 12; the right ends of the inner spring 8 and the outer spring 9 are in contact with the left end of the simulator piston 14, and their left ends are in contact with the right end face of the spring support 10; the left end face of the spring support 10 is in contact with the right end of the rubber elastomer 11; the left end of the rubber elastomer 11 is supported by the rubber elastomer support frame 12; the rubber elastomer support frame 12 is supported on the simulator cover 13; the outer spring 9 is sleeved outside the inner spring 8; The simulator cavity 7 is provided with a second oil outlet, which is connected to a two-position three-way valve. The two-position three-way valve is selectively connected to the oil reservoir or the brake oil circuit of the other wheel ends of the vehicle.

[0024] The working principle of the pedal simulator provided in this application is explained below: Under normal braking assist conditions, the driver depresses the brake pedal, pushing the manual pressure chamber push rod 1 and the connected manual pressure chamber piston 2 to the left. At this time, the normally open CSV valve is energized and closed, cutting off the direct connection between the manual pressure chamber 6 and the rear wheel brake fluid circuit. Therefore, the brake fluid pressure generated in the manual pressure chamber forces the brake fluid through multiple through holes on the intermediate partition plate into the simulator chamber 7 on the left, pushing the simulator piston 14 to the left. The simulator piston 14 then compresses the elastomer assembly on its left side. This elastomer assembly, consisting of an inner spring 8 and an outer spring 9 coaxially sleeved, is compressed first. Its force is integrated through the spring support seat 10 and transmitted to the rubber elastomer 11, causing it to deform. During this process, the two-position three-way valve is in the position connecting the simulator chamber 7 and the oil reservoir, allowing some fluid to flow within the chamber. The nonlinear reaction force generated when the elastomer assembly, including the inner spring, outer spring, and rubber elastomer, is transmitted hydraulically and mechanically, and finally fed back to the driver, thereby simulating the desired brake pedal feel. Meanwhile, since there is a preset initial gap between the guide rod and the piston 2 of the manual pressure chamber, the two do not make mechanical contact during normal braking, thus achieving decoupling of motion.

[0025] In situations involving backup power assist such as mechanical backup or power failure, the system state changes. The normally open CSV valve opens due to power failure, allowing the manual pressure-building chamber 6 to connect directly to the rear wheel brake lines via the first outlet. Simultaneously, the two-position three-way valve switches to connect the simulator chamber 7 to the brake lines of the other wheels, such as the front wheels. At this time, if the driver depresses the pedal, the pressure directly built up by the piston 2 in the manual pressure-building chamber can be transmitted to the rear wheels via the CSV valve. Furthermore, if the manual pressure-building chamber fails to build pressure due to leakage, the piston 2, under the action of the push rod, will cross the initial gap and contact the guide rod, mechanically pushing the simulator piston 14 to build pressure in the simulator chamber 7. This pressure is then transmitted to the front wheels or other wheel ends via the two-position three-way valve, thus achieving four-wheel braking and providing redundant backup capability. This ensures the vehicle's basic braking performance and stability in situations where power assist fails.

[0026] Based on the technical solutions described above, this specification also provides some specific implementation schemes, which are described below.

[0027] In an optional embodiment, the simulator cover 13 is fixedly connected to the left end of the aluminum valve body by riveting or threaded connection.

[0028] In this embodiment, the simulator cover 13 is fixedly connected to the left end of the aluminum valve body by riveting or threading. This connection method ensures a firm bond between the simulator cover and the aluminum valve body, thereby guaranteeing the sealing performance and structural integrity of the simulator cavity. The riveting or threading connection can withstand the hydraulic fluctuations inside the simulator and the reaction force generated by the elastomer components, preventing loosening or leakage during braking.

[0029] In an optional embodiment, the CSV normally open valve is closed when energized and open when de-energized.

[0030] In this embodiment, the CSV normally open valve is configured to close when energized and open when de-energized.

[0031] Specifically, under normal power-assisted braking conditions, the CSV normally open valve remains energized. In this energized state, the valve closes, thereby cutting off the direct connection between the first outlet of the manual pressure-building chamber 6 and the rear wheel brake fluid circuit of the vehicle. This prevents the brake fluid pressure generated in the manual pressure-building chamber from flowing directly to the wheel end, but instead forces it to enter the simulator chamber 7 through the through hole on the intermediate partition plate to push the simulator piston and compress the elastomer assembly, thereby providing the driver with an accurate pedal feel simulation.

[0032] In backup power assist conditions (such as mechanical backup conditions in the event of an electrical system failure), the CSV normally open valve loses power due to a system power outage. In this power-off state, the valve returns to its open position based on its normally open design. At this time, the manual pressure-building chamber 6 is reconnected to the vehicle's rear wheel brake circuit via the first oil outlet and the already opened CSV normally open valve. This allows the hydraulic pressure built up by the driver through the manual pressure-building chamber push rod 1 and piston 2 to be directly transmitted to the rear wheel brakes, achieving braking of the rear wheels and thus providing basic braking protection in the event of power assist system failure.

[0033] In an optional embodiment, the two-position three-way valve is in a position connecting the simulator cavity 7 and the wheel end when the power is off.

[0034] In this embodiment, the two-position three-way valve is in the position of connecting the simulator cavity 7 and the wheel end when the power is off. This state directly corresponds to the backup assist mode (mechanical backup mode) of the device. When the power is off, the two-position three-way valve switches to this position, which allows the brake fluid pressure in the simulator cavity 7 to be transmitted to the brake oil circuit of the other wheel ends of the vehicle, instead of being connected to the oil reservoir, so that the simulator cavity 7 becomes an additional pressure source in the backup mode.

[0035] The position setting after power failure in this embodiment can form a dual pressure source by combining the simulator chamber 7 and the manual pressure building chamber 6 in a mechanical backup scenario where the electronic control system fails. This allows the braking force to be output to different wheel ends, thereby effectively improving the backup braking strength and meeting the functional requirements of the braking system for redundancy backup. Moreover, this position switching does not require additional electronic control signals and can be achieved solely by relying on the inherent state of the valve after power failure, ensuring the reliability of the backup working condition.

[0036] In an optional embodiment, the intermediate partition plate has 3-6 through holes, which are evenly distributed around the guide rod; a simulator seal is provided between the simulator piston 14 and the aluminum valve body to seal the simulator cavity 7.

[0037] In this embodiment, the number of through holes on the intermediate partition plate is designed to be 3 to 6, and these through holes are evenly distributed around the guide rod. The main function of these through holes is to form a hydraulic channel, allowing brake fluid to flow between the two chambers to transmit hydraulic pressure. The evenly distributed layout ensures that the hydraulic pressure can act symmetrically and smoothly on the simulator piston, avoiding piston wear or jamming problems that may be caused by uneven pressure, while providing a stable guiding environment for the simulator piston guide rod passing through it.

[0038] In addition, a simulator seal is provided between the simulator piston 14 and the aluminum valve body. The function of this seal is to ensure the sealing of the simulator cavity 7 and prevent the brake fluid inside the cavity from leaking.

[0039] In an optional embodiment, the spring 5 of the manual pressure building unit is sleeved on the push rod 1 of the manual pressure building chamber, with its right end supported on the right end cover of the aluminum valve body and its left end supported on the piston 2 of the manual pressure building chamber; the piston 2 of the manual pressure building chamber and the push rod 1 of the manual pressure building chamber are fixedly connected or integrally formed.

[0040] In this embodiment, the manual pressure-building unit spring 5 is specifically fitted onto the manual pressure-building chamber push rod 1. Its installation position and support relationship are described below: the right end of the spring 5 is directly supported on the right end cap of the aluminum valve body, while the left end is supported on the manual pressure-building chamber piston 2. This arrangement allows the manual pressure-building unit spring 5 to be pre-compressed between the right end cap and the manual pressure-building chamber piston 2, thereby applying a continuous rightward restoring force to the piston. When the driver releases the brake pedal, the thrust on the manual pressure-building chamber push rod 1 disappears, and the spring's restoring action pushes the manual pressure-building chamber piston 2 back to its initial position, ensuring that the braking system can quickly and reliably release the brakes and prepare for the next braking operation. The compact structure of fitting the spring onto the push rod effectively utilizes the internal space of the valve body.

[0041] Furthermore, the connection between the manual pressure-building chamber piston 2 and the manual pressure-building chamber push rod 1 adopts a fixed connection or an integral molding structure. The fixed connection can be a mechanical connection method where relative movement is impossible, such as threaded fastening or pin connection. This robust connection ensures that the operating force input from the manual pressure-building chamber push rod 1 can be directly and efficiently transmitted to the manual pressure-building chamber piston 2, without any invalid stroke or relative displacement between the piston and the push rod, thus guaranteeing the accuracy of force transmission and response speed.

[0042] In an optional embodiment, the spring support seat 10 and the simulator piston 14 are separate structures; the rubber elastomer support frame 12 and the simulator cover 13 are separate structures.

[0043] In this embodiment, the spring support 10 and the simulator piston 14 adopt a split structure. That is, the spring support 10 and the simulator piston 14 are two independently manufactured and mutually cooperating parts, rather than an inseparable whole. This split design allows the right ends of the inner spring 8 and the outer spring 9 to act together on the simulator piston 14, while their left ends act together on the right end face of the spring support 10. As an independent force transmission medium, the spring support 10 can integrate the forces from the inner and outer springs, and then smoothly and evenly transmit the combined force to the right end of the rubber elastomer 11 through its left end face. This structure avoids the complex spring forces being directly applied to the simulator piston, which is beneficial for the orderly transmission and distribution of forces.

[0044] Similarly, the rubber elastomer support frame 12 and the simulator cover 13 also adopt a split structure. The rubber elastomer support frame 12 is an independent component whose function is specifically to support the left end of the rubber elastomer 11 and ultimately transmit the force it bears to the simulator cover 13. This split design allows the rubber elastomer support frame 12 to be optimized in terms of materials and structure according to its specific support function, without being limited by the fixing method of the simulator cover 13 or the overall structure. It decouples the support function of the rubber elastomer from the end sealing function of the valve body, making the support of the rubber elastomer 11 more stable and reliable, while also improving the flexibility and maintainability of the design of each component.

[0045] In an optional embodiment, the rubber elastomer 11 has a cylindrical structure.

[0046] In this embodiment, the rubber elastomer 11 has a cylindrical structure with geometric symmetry. This shape ensures good spatial compatibility and alignment with the coaxially mounted inner spring 8, outer spring 9, and rubber elastomer support frame 12, allowing it to be stably accommodated within the annular space defined by these components. When the simulator piston 14 moves to the left under hydraulic pressure and compresses the rubber elastomer 11 via the spring support seat 10, the cylindrical rubber elastomer primarily bears the axial compressive load. Because its shape is completely symmetrical in all radial directions, it can produce uniform and predictable radial expansion deformation during compression, without any off-center loading or unstable deformation caused by shape asymmetry.

[0047] This application's technical solution arranges the manual pressure-building chamber and the simulator chamber coaxially in series within a single aluminum valve body, replacing the traditional design of treating the manual pressure-building unit and the simulator unit as two separate entities. This highly integrated structure improves space utilization efficiency, making the entire pedal simulator smaller and more compact. Simultaneously, the integrated valve body reduces the number of parts and complex connecting pipelines, simplifying the assembly process and thus lowering manufacturing costs. Furthermore, the intermediate partition plate and its multiple through holes between the two chambers not only provide a hydraulic path for hydraulic pressure transmission between the two chambers but also provide a physical passage for the guide rod. The preset initial gap between the guide rod and the piston in the manual pressure-building chamber ensures decoupling of the two piston movements during normal braking, allowing the simulator to independently provide pedal feel. When a leak occurs in the manual pressure-building chamber, this gap is eliminated, and the guide rod makes mechanical contact with the piston in the manual pressure-building chamber, allowing the force of the manual push rod to directly push the simulator piston to build pressure via the guide rod. This enables mechanical backup braking using the other chamber in the event of a single chamber leak. The manual pressure-building chamber, through its first outlet and a normally open CSV valve, is connected to the vehicle's rear wheel brake circuit. The simulator chamber, through its second outlet and a two-position three-way valve, can selectively connect to the brake reservoir or the brake circuits of the other wheels. This architecture, combined with a valve control strategy, allows the system to utilize both the manual pressure-building chamber and the simulator chamber as two independent pressure sources during backup assistance (such as mechanical backup or power failure) to output braking force to the rear and front wheels (or other wheel ends) respectively, thereby achieving four-wheel braking and improving braking efficiency and vehicle stability during backup assistance. Furthermore, the simulator mechanism in this application employs a composite elastomer assembly consisting of an inner spring, an outer spring, a spring support seat, a rubber elastomer, and a rubber elastomer support frame. Among them, the spring support seat and the simulator piston are separate structures. As an independent force transmission medium, it ensures that the force of the inner and outer springs can be combined first and then smoothly and evenly transmitted to the rubber elastomer. This specific multi-layer combination design based on the separate support seat can jointly create an excellent pedal force feel that is "soft at first and hard later" with clear and linear feedback through the different stiffness characteristics of each component and the nonlinear deformation of the rubber elastomer, thereby providing the driver with a comfortable and realistic braking foot feel.

[0048] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0049] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A semi-decoupled series wet pedal simulator, characterized in that, include: An aluminum valve body has two coaxially connected cavities inside, namely a simulator cavity (7) on the left and a manual pressure-building cavity (6) on the right. The two cavities are separated by an intermediate partition plate, which has multiple through holes for transmitting hydraulic force. The manual pressure building mechanism is assembled in the manual pressure building chamber (6) and includes a manual pressure building chamber push rod (1), a manual pressure building chamber piston (2), a secondary seal (3), a main seal (4), and a manual pressure building unit spring (5). The manual pressure building chamber push rod (1) passes through the right end cover of the aluminum valve body along the axial direction. The manual pressure building chamber piston (2) is connected to the left end of the manual pressure building chamber push rod (1). The secondary seal (3) and the main seal (4) are respectively arranged on both sides of the manual pressure building chamber piston (2). The manual pressure building unit spring (5) is arranged in the manual pressure building chamber (6). The manual pressure chamber (6) is provided with a first oil outlet, and the first oil outlet is connected to a CSV normally open valve, which is connected to the vehicle's rear wheel brake oil circuit. The simulator mechanism is assembled in the simulator cavity (7) and includes a simulator piston (14), a guide rod, an elastomer assembly and a simulator cover (13). The simulator piston (14) is slidably assembled in the simulator cavity (7). The guide rod is located at the right end of the simulator piston (14) and extends through the through hole in the intermediate partition plate to the artificial pressure chamber (6), maintaining a preset initial gap with the artificial pressure chamber piston (2). The elastomer assembly is located on the left side of the simulator piston (14). The simulator cover (13) is fixedly connected to the left end of the aluminum valve body. The elastomer assembly includes an inner spring (8) and an outer spring (9) coaxially sleeved from the inside out, a spring support seat (10), a rubber elastomer (11), and a rubber elastomer support frame (12); the right ends of the inner spring (8) and the outer spring (9) are in contact with the left end of the simulator piston (14), and the left ends of the outer spring (9) are in contact with the right end face of the spring support seat (10); the left end face of the spring support seat (10) is in contact with the right end of the rubber elastomer (11); the left end of the rubber elastomer (11) is supported by the rubber elastomer support frame (12); the rubber elastomer support frame (12) is supported on the simulator cover (13); the outer spring (9) is sleeved outside the inner spring (8); The simulator cavity (7) is provided with a second oil outlet, which is connected to a two-position three-way valve. The two-position three-way valve is selectively connected to the oil reservoir or the brake oil circuit of the other wheel ends of the vehicle.

2. The semi-decoupled series wet pedal simulator according to claim 1, characterized in that, The simulator cover (13) is fixedly connected to the left end of the aluminum valve body by riveting or threaded connection.

3. The semi-decoupled series wet pedal simulator according to claim 1, characterized in that, The normally open CSV valve is closed when energized and open when de-energized.

4. The semi-decoupled series wet pedal simulator according to claim 1, characterized in that, The two-position three-way valve is in the position of connecting the simulator cavity (7) and the wheel end when the power is off.

5. The semi-decoupled series wet pedal simulator according to claim 1, characterized in that, The intermediate partition plate has 3-6 through holes, which are evenly distributed around the guide rod; a simulator seal is provided between the simulator piston (14) and the aluminum valve body to seal the simulator cavity (7).

6. The semi-decoupled series wet pedal simulator according to claim 1, characterized in that, The spring (5) of the manual pressure building unit is sleeved on the push rod (1) of the manual pressure building chamber. Its right end is supported on the right end cover of the aluminum valve body, and its left end is supported on the piston (2) of the manual pressure building chamber. The piston (2) of the manual pressure building chamber and the push rod (1) of the manual pressure building chamber are fixedly connected or integrally formed.

7. The semi-decoupled series wet pedal simulator according to claim 1, characterized in that, The spring support seat (10) and the simulator piston (14) are separate structures; the rubber elastomer support frame (12) and the simulator cover (13) are separate structures.

8. The semi-decoupled series wet pedal simulator according to claim 1, characterized in that, The rubber elastomer (11) has a cylindrical structure.

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