Simulator assembly and vehicle

Abstract

The invention relates to the technical field of vehicle chassis, and provides a simulator assembly and a vehicle. The simulator assembly comprises a shell, a force bearing unit and a force feedback assembly arranged between the shell and the force bearing unit. The shell is provided with an installation cavity with an opening in one end, the force bearing unit is arranged in the installation cavity in a sliding mode, and the force feedback assembly comprises a connecting piece arranged in the installation cavity, a first elastic piece arranged between the connecting piece and the force bearing unit, a second elastic piece arranged between the connecting piece and the shell and a first buffering piece arranged on the force bearing unit. According to the simulator assembly, in the initial rollback stage, the first buffering piece and the first elastic piece are connected in parallel and synchronously released, large initial counter force is generated due to the high rigidity of the first buffering piece and the first elastic piece, and the initial rebound speed is restrained. In the middle rollback stage, only the first elastic piece continues to stretch, middle-stage rebound acceleration can be avoided, in the tail end rollback stage, the second elastic piece releases potential energy and pushes the connecting piece to reset, soft reset can be achieved, and the foot jacking phenomenon can be effectively avoided.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to a simulator assembly and vehicle. Background Technology

[0002] Electronic brake pedal simulators in related technologies mainly include two types: passive and active. Among them, dry-structure simulators are more commonly used due to their advantages such as not requiring a hydraulic circuit and having a relatively simple structure. However, due to unreasonable structural design, dry-structure simulators not only have difficulty accurately simulating the nonlinear force sensation of a traditional brake pedal, but are also prone to sudden reset during pedal retraction, resulting in problems such as pedal retraction resistance and poor smoothness of operation, which seriously reduces driving comfort. Summary of the Invention

[0003] In view of this, this application aims to propose a simulator assembly that can effectively prevent the brake pedal from retracting and thus improve driving comfort.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0005] A simulator assembly for use with a brake pedal includes a housing, a load-bearing unit, and a force feedback component disposed between the housing and the load-bearing unit.

[0006] The housing has a mounting cavity with one end open, the load-bearing unit is slidably disposed in the mounting cavity, and the force feedback assembly includes a connector disposed in the mounting cavity, a first elastic member disposed between the connector and the load-bearing unit, a second elastic member disposed between the connector and the housing, and a first buffer member disposed on the load-bearing unit.

[0007] The load-bearing unit can sequentially pass through at least three stroke segments under the drive of external force. In the first stroke segment, the load-bearing unit and the connecting member synchronously compress the first elastic member and the second elastic member, respectively. In the second stroke segment, the load-bearing unit compresses the first elastic member. In the third stroke segment, the load-bearing unit engages with the connecting member and compresses the first elastic member and the first buffer member.

[0008] Furthermore, the load-bearing unit includes a bearing seat, a mounting seat, and a damping element disposed between the bearing seat and the mounting seat;

[0009] The damping element abuts against the cavity wall of the mounting cavity, and the first buffer element is disposed on the mounting base.

[0010] Furthermore, the damping element includes a damping ring disposed on the receiving seat, and one end of the mounting seat is inserted into the damping ring; and / or,

[0011] The mounting base has a mounting groove with its opening facing the connector. The first buffer includes a rubber block disposed in the mounting groove, a portion of which extends out of the mounting groove and is used to engage with the connector.

[0012] Furthermore, the damping ring is provided with a notch, which extends through the damping ring along its axial direction; and / or,

[0013] The mounting base and the damping ring abut against each other via an inclined surface.

[0014] Furthermore, the mounting base includes a first part and a second part disposed at one end of the first part, the second part being radially protruding outward along the first part, and the second part being inserted into the damping ring;

[0015] The first elastic element includes a first spring sleeved outside the first part, and one end of the first spring abuts against the second part.

[0016] Furthermore, the connector includes a connector seat disposed within the mounting cavity, the connector seat having a receiving groove with its opening facing away from the load-bearing unit;

[0017] The second elastic element includes a second spring, one end of which is located in the receiving groove and the other end is located on the housing.

[0018] Furthermore, a second buffer member is provided on the bottom wall of the mounting cavity, and the second buffer member protrudes into the mounting cavity;

[0019] The housing abuts against the connector via the second buffer.

[0020] Furthermore, the bottom wall of the mounting cavity is provided with a groove surrounding the second elastic member, and the second buffer member includes a rubber ring partially embedded in the groove.

[0021] Furthermore, the housing includes an outer shell with a cavity, and a damping sleeve ball-jointed within the outer shell, the damping sleeve forming the mounting cavity, and a buffer ring provided on the damping sleeve, the buffer ring abutting against the cavity wall of the mounting cavity; and / or,

[0022] The stiffness of the damping element, the first elastic element, and the second elastic element decreases sequentially.

[0023] Compared with related technologies, this application has the following advantages:

[0024] (1) The simulator assembly described in this application, through the force feedback component design of the first elastic element, the second elastic element and the first buffer element, can effectively avoid the sudden release of elastic potential energy during retraction. When the driver releases the brake pedal, in the initial retraction phase, the first buffer element and the first elastic element are connected in parallel, released synchronously, and generate a large initial reaction force due to their high rigidity, thereby forming the first deceleration on the load-bearing unit and suppressing the initial rebound velocity.

[0025] During the intermediate retraction phase, only the first elastic element continues to elongate, preventing accelerated rebound in the middle stage. In the final retraction phase, the second elastic element releases its potential energy, pushing the connector back to its original position, achieving a smooth reset. The entire retraction process allows for a gradual, impact-free release of elastic potential energy, effectively preventing the retraction pinning phenomenon.

[0026] (2) By setting a damping component between the receiving seat and the mounting seat, the damping component can absorb the vibration energy of the bearing unit when it slides through its own damping characteristics, suppress the noise generated by high frequency vibration, and at the same time alleviate the speed change during the sliding process, avoid the "stuttering feeling", and further optimize the smoothness of operation.

[0027] (3) By adopting the structure of a damping ring for the damping component, the damping ring can absorb vibration energy uniformly in all circumferential directions, avoiding operation jamming or noise caused by local vibration concentration. By setting the mounting groove, it is easy to set the buffer component on the mounting base. The buffer component is made of rubber block, which has excellent elastic deformation and damping characteristics, and can more gently absorb the impact load when the load-bearing unit and the connecting part are joined.

[0028] (4) By setting a notch on the damping ring, its radial elastic deformation range can be increased, which can better adapt to the fit deviation between the receiving seat and the mounting seat through its radial elastic deformation. At the same time, it can also facilitate the insertion of the mounting seat into the damping ring. The mounting seat and the damping ring are abutted by the inclined surface, which can guide the mounting seat to be quickly inserted into the damping ring, and can also guide the mounting seat and the damping ring to fit along the inclined surface, avoiding axial offset or tilting between the two, and ensuring a smooth force transmission path.

[0029] (5) By making the mounting base include a first part and a second part, it is convenient to install the first spring on the mounting base, and it is also convenient to realize the insertion setting between the mounting base and the damping ring. Moreover, the second part can also provide an axial abutment support surface for the first spring, which helps to ensure that the first spring is subjected to uniform force.

[0030] (6) By using a connector with a receiving groove, the first spring can be sleeved on the connector, and one end of the second spring can be placed in the receiving groove. Thus, the connector can indirectly connect the first spring and the second spring together. At the same time, the receiving groove can also effectively limit the radial displacement of the second spring, prevent the second spring from twisting or tilting during compression / rebound, and help ensure that the spring always stretches and contracts axially.

[0031] (7) By setting a second buffer, the second buffer does not participate in the work during the initial stroke, ensuring the soft force in the initial stage. As the connector moves towards the bottom wall of the mounting cavity, the second buffer comes into contact with the connector and is gradually compressed. At this time, the buffering force of the second buffer is superimposed with the force of the first elastic element and the damping element, forming a gradually increasing force, which can effectively avoid sudden changes in force when switching between the second and third stroke segments.

[0032] (8) By setting grooves, the rubber ring can be constrained in the circumferential direction to prevent radial displacement or detachment of the rubber ring during compression / rebound. In addition, during the retraction process, the elastic rebound of the rubber ring can generate a uniform annular driving force to help push the connector to reset smoothly and prevent displacement or jamming of the connector during reset.

[0033] (9) By making the housing include an outer shell and a damping sleeve, and by assembling the damping sleeve into the cavity of the outer shell through a ball joint, the damping sleeve can achieve small rotations with multiple degrees of freedom relative to the outer shell, and can automatically compensate for the coaxiality deviation between the outer shell and the damping sleeve during the assembly process. The buffer ring is sleeved on the damping sleeve and abuts against the wall of the mounting cavity, which can directly absorb the radial vibration generated by the movement of various components inside the mounting cavity, and can further reduce the operating noise.

[0034] Another object of this application is to provide a vehicle equipped with the simulator assembly described above.

[0035] The vehicle described in this application can improve driving comfort by incorporating the simulator assembly described in the first aspect of the embodiment. Attached Figure Description

[0036] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0037] Figure 1 This is a schematic diagram of the simulator assembly described in an embodiment of this application;

[0038] Figure 2 This is a schematic diagram of the simulator assembly described in this application when the outer shell is removed;

[0039] Figure 3 for Figure 2 A schematic diagram of the structure shown from another perspective;

[0040] Figure 4 for Figure 2 A schematic diagram of the structure shown from another perspective;

[0041] Figure 5 for Figure 4 Sectional view of line AA in the middle;

[0042] Figure 6 A cross-sectional view of the simulator assembly under extreme operating conditions;

[0043] Figure 7 This is an exploded view of the simulator assembly described in the embodiments of this application when the outer shell is removed;

[0044] Figure 8 This is a schematic diagram of the structure of the receiving seat described in the embodiments of this application;

[0045] Figure 9 This is a schematic diagram of the receiving seat described in an embodiment of this application from another perspective;

[0046] Figure 10 This is a cross-sectional view of the receiving seat described in the embodiment of this application;

[0047] Figure 11 This is a schematic diagram of the structure of the damping ring described in the embodiments of this application;

[0048] Figure 12 This is a cross-sectional view of the damping ring described in the embodiments of this application;

[0049] Figure 13 This is a schematic diagram of the mounting base described in the embodiments of this application;

[0050] Figure 14 This is a schematic diagram of the mounting base described in an embodiment of this application from another perspective;

[0051] Figure 15 This is a schematic diagram of the structure of the rubber block described in the embodiments of this application;

[0052] Figure 16 This is a schematic diagram of the structure of the rubber block described in an embodiment of this application from another perspective;

[0053] Figure 17 This is a schematic diagram of the connector structure described in the embodiment of this application;

[0054] Figure 18 This is an axial sectional view of the connecting seat described in the embodiment of this application;

[0055] Figure 19This is a schematic diagram of the damping sleeve described in an embodiment of this application;

[0056] Figure 20 This is a schematic diagram of the damping sleeve described in an embodiment of this application from another perspective;

[0057] Figure 21 This is an axial sectional view of the damping sleeve described in the embodiment of this application;

[0058] Figure 22 This is a schematic diagram of the structure of the buffer ring described in an embodiment of this application;

[0059] Figure 23 This is a schematic diagram of the structure of the rubber ring described in an embodiment of this application.

[0060] Explanation of reference numerals in the attached figures:

[0061] 1. Damping sleeve; 2. Housing; 3. Receiving seat; 4. Damping ring; 5. Mounting seat; 6. Rubber block; 7. Buffer ring; 8. First spring; 9. Connecting seat; 10. Second spring; 11. Rubber ring; 12. Brake pedal;

[0062] 101. Spherical protrusion; 102. Limiting rib; 103. Reinforcing rib; 104. Groove; 105. Insertion groove;

[0063] 301. Spherical groove; 302. Flange; 303. Rib; 304. Weight reduction groove;

[0064] 401. Notch; 402. Fitting bevel;

[0065] 500. Mounting slot; 501. First part; 502. Second part; 5021. Abutting slope;

[0066] 601. Abutting protrusion; 602. Groove;

[0067] 701. Annular protrusion;

[0068] 900, receiving groove; 901, limiting protrusion;

[0069] 1101, snap-fit ​​protrusion. Detailed Implementation

[0070] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0071] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0072] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0073] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0074] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0075] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0076] An embodiment of the first aspect of this application provides a simulator assembly with better rollback smoothness, which can improve driving comfort.

[0077] Traditional braking systems often use mechanical linkages or hydraulic lines to transmit braking commands. These structures suffer from drawbacks such as complex piping layouts, signal transmission delays, and high maintenance costs. In contrast, the electronic brake pedal 12 directly converts the driver's braking operation into an electronic signal and transmits it to the braking system. This simplifies the overall structure of the braking system and significantly improves the response speed of braking commands. However, unlike a traditional brake pedal 12, the electronic brake pedal 12 cannot directly provide the driver with pedal force feedback through a mechanical structure.

[0078] Electronic brake pedal simulators in related technologies mainly fall into two categories: passive and active. Dry-type simulators are more commonly used due to their lack of hydraulic circuitry and relatively simple structure. However, due to their flawed structural design, dry-type simulators not only struggle to accurately simulate the non-linear force sensation of a traditional brake pedal, but also tend to experience sudden retraction during pedal return, resulting in issues like pedal resistance and poor smoothness, significantly reducing driving comfort. Furthermore, they are prone to jerking and excessive noise during operation, further diminishing the driving experience.

[0079] Therefore, although the electronic braking system in the related technology improves the response speed through the electronic brake pedal 12, the matching dry brake pedal 12 sensor simulator generally has defects such as retraction of the pedal, uneven operation, and high noise, which greatly reduces driving comfort.

[0080] In view of this, in order to overcome the shortcomings of related technologies, the simulator assembly in this embodiment combines... Figures 1 to 7 As shown, the overall design includes a housing, a load-bearing unit, and a force feedback assembly disposed between the housing and the load-bearing unit. The housing has a mounting cavity with one open end, the load-bearing unit is slidably disposed within the mounting cavity, and the force feedback assembly includes a connector disposed within the mounting cavity, a first elastic member disposed between the connector and the load-bearing unit, a second elastic member disposed between the connector and the housing, and a first buffer member disposed on the load-bearing unit.

[0081] The load-bearing unit can pass through at least three stroke segments in sequence under the drive of external force. In the first stroke segment, the load-bearing unit and the connecting member compress the first elastic member and the second elastic member simultaneously, respectively. In the second stroke segment, the load-bearing unit compresses the first elastic member. In the third stroke segment, the load-bearing unit engages with the connecting member and compresses the first elastic member and the first buffer member.

[0082] Therefore, in the first stroke segment, the load-bearing unit and the connecting member move synchronously, simultaneously compressing the first and second elastic elements connected in series. At this time, the first and second elastic elements act simultaneously, simulating the soft foot feel of the initial light pressing stage of traditional braking. In the second stroke segment, after the connecting member stops moving, only the load-bearing unit continues to compress the first elastic element. At this time, the stiffness is determined by the first elastic element, providing the driver with a clear "enhanced force feedback" indication, corresponding to the middle stage of brake system pressure build-up. In the third stroke segment, the load-bearing unit and the connecting member engage, jointly compressing the parallel first elastic element and the first buffer element, simulating the "hard stop" limit when the brake pedal is pressed all the way down.

[0083] Furthermore, the simulator assembly in this embodiment, through its segmented force feedback component design of the first elastic element, the second elastic element, and the first buffer element, can effectively prevent the sudden release of elastic potential energy during retraction. When the driver releases the brake pedal 12, during the initial retraction phase, the first buffer element and the first elastic element are connected in parallel, releasing synchronously and generating a large initial reaction force due to their high rigidity, thereby creating the first deceleration on the load-bearing unit and suppressing the initial rebound velocity.

[0084] During the intermediate retraction phase, only the first elastic element continues to elongate, preventing accelerated rebound in the middle stage. In the final retraction phase, the second elastic element releases its potential energy, pushing the connector back to its original position, achieving a smooth reset. The entire retraction process achieves a gradual, impact-free release of elastic potential energy, effectively preventing pin-on issues.

[0085] Based on the above overview, specifically, as is common in related technologies, the simulator assembly of this embodiment can be installed near the brake pedal 12 bracket in the cockpit via a housing during actual use. Furthermore, mounting ears or mounting flanges can be provided on the housing, and it can be securely connected to the vehicle body sheet metal, brake pedal 12 bracket, or a dedicated mounting bracket via bolts. Specific installation details will not be elaborated here.

[0086] In some exemplary embodiments, the stiffness of the damping component, the first elastic component, and the second elastic component decreases sequentially. That is, the stiffness of the damping component is greater than that of the first elastic component, and the stiffness of the first elastic component is greater than that of the second elastic component. This arrangement ensures that during the retraction process, each component releases energy in an orderly manner according to its stiffness gradient, creating a stable-then-gentle effect. Specifically, the damping component provides initial stable support, preventing initial rapid lurching; the first elastic component rebounds smoothly, effectively preventing jamming; and the second elastic component's gentle rebound at the end effectively prevents sudden upward force at the end, allowing the pedal to retract slowly and smoothly, thus effectively solving the problems of pedal jerking and tightness during retraction.

[0087] Continue to combine Figures 1 to 10 As shown, in some exemplary embodiments, the load-bearing unit includes a receiving seat 3, a mounting seat 5, and a damping member disposed between the receiving seat 3 and the mounting seat 5. The damping member abuts against the cavity wall of the mounting cavity, and a first buffer member is disposed on the mounting seat 5. By providing the damping member, on the one hand, the damping member can fill the gap between the load-bearing unit and the mounting cavity, avoiding displacement and swaying caused by the gap during sliding, and helping to reduce rigid collisions between components.

[0088] On the other hand, the damping component can absorb the vibration energy of the load-bearing unit during sliding through its own damping characteristics, suppress the noise generated by high-frequency vibration, and at the same time alleviate the sudden speed change during sliding, avoid the "stuttering feeling", and further optimize the smoothness of operation.

[0089] In one specific embodiment, combined with Figures 8 to 10 As shown, the receiving seat 3 is cylindrical in shape. To improve the fitting accuracy between the receiving seat 3 and the mounting cavity, an annular flange 302 protruding radially outward is integrally formed at the end of the receiving seat 3 that connects with the damping component. A rib 303 protruding radially outward is also provided on the outer wall of the receiving seat 3. One end of the rib 303 is integrally connected to the annular flange 302, and the other end extends axially along the receiving seat 3. Multiple ribs 303 are spaced apart circumferentially along the receiving seat 3.

[0090] In this embodiment, the receiving seat 3 does not contact the mounting cavity wall through its entire circumferential wall. Instead, it achieves abutment with the mounting cavity wall through an annular flange 302 and multiple circumferentially arranged ribs 303. This arrangement significantly reduces the contact area between the receiving seat 3 and the mounting cavity wall, while also reducing the area of ​​the machining surface. This facilitates control over the machining accuracy of the flange 302 and the ribs 303, thereby improving the overall fit accuracy. Simultaneously, the integral molding structure of the ribs 303 and the flange 302, while reducing the contact area, also ensures the structural strength of the receiving seat 3, preventing deformation caused by localized stress.

[0091] In addition, a spherical groove 301 is provided at the other end of the receiving seat 3, relative to the flange 302. This spherical groove 301 is used to achieve a ball joint connection with the ball head of the brake pedal 12. Meanwhile, to further ensure the smooth rotation of the ball head within the spherical groove 301, multiple oil grooves are machined axially at intervals on the inner wall of the spherical groove 301. These oil grooves serve as storage chambers for lubricating oil. In this way, the lubricating effect of the lubricating oil eliminates frictional jamming between the ball head and the spherical groove 301, avoiding the "tight foot" problem caused by excessive frictional resistance during the brake pedal 12's retraction, and further improving the smoothness of the brake pedal 12's retraction.

[0092] In addition, to facilitate overall lightweight design, such as Figure 9 As shown, relative to the spherical groove 301, a weight-reducing groove 304 extending axially is provided at the other end of the receiving seat 3. Three weight-reducing grooves 304 are evenly distributed circumferentially along the receiving seat 3 to improve the uniformity of mass in all parts of the receiving seat 3 and effectively prevent misalignment and jamming. It is understood that the number and shape of the weight-reducing grooves 304 are not limited to those shown in the figure and can be adjusted according to actual needs.

[0093] In this embodiment, combined with Figure 11 and Figure 12As shown, in some exemplary embodiments, the damping element includes a damping ring 4 disposed on the receiving seat 3, with one end of the mounting seat 5 inserted into the damping ring 4. Here, by adopting the structure of the damping ring 4 as the damping element, it possesses superior circumferential uniform buffering characteristics compared to other damping structures such as block or strip structures. Therefore, the damping ring 4 can uniformly absorb vibration energy from all circumferential directions, avoiding operational stalls or noise caused by localized vibration concentration.

[0094] Furthermore, the inner hole of the damping ring 4 can also serve as an assembly guide hole for the mounting base 5, guiding the mounting base 5 to be inserted and kept coaxial with the receiving base 3, which can effectively avoid uneven force caused by assembly deviation. Moreover, placing the damping ring 4 between the receiving base 3 and the mounting base 5 can also reduce the noise generated by the rigid collision between the two, and limit the radial displacement of the mounting base 5, preventing it from shaking or tilting during movement.

[0095] In specific implementation, it can be referred to Figure 5 , Figure 11 and Figure 12 As shown, the damping ring 4 is specifically annular, with its outer diameter adapted to the mounting cavity. Furthermore, the damping ring 4 can be made of conventional engineering materials with excellent wear resistance, such as polytetrafluoroethylene (PTFE). This material not only possesses excellent wear resistance, capable of withstanding the relative sliding friction between the bearing seat 3 and the mounting seat 5 for a long time, reducing wear and tear during use and extending service life, but also further reduces the frictional resistance during the movement of the load-bearing unit, improving operational smoothness. In addition to PTFE, other suitable materials can be selected according to actual working conditions.

[0096] In some of the exemplary implementations, such as Figure 11 As shown, the damping ring 4 has a notch 401, which extends through the damping ring 4 along its axial direction. By providing the notch 401, the radial elastic deformation range of the damping ring 4 can be increased. On the one hand, during assembly, the damping ring 4 can be installed into the mounting cavity through radial contraction, which also facilitates the insertion of the mounting base 5 into the damping ring 4, reducing assembly difficulty. On the other hand, during operation, its radial elastic deformation can better adapt to the fitting deviation between the receiving seat 3 and the mounting base 5, while more flexibly absorbing the radial vibration and impact of the load-bearing unit, further enhancing the buffering and vibration reduction effect and reducing operating noise.

[0097] Specifically, such as Figure 11As shown, to further improve the performance of the damping ring 4, the width of the notch 401 gradually decreases from the outside to the inside in the radial direction of the damping ring 4. This design allows the wider outer portion of the notch 401 to provide sufficient deformation space for radial contraction, ensuring easy installation of the damping ring 4 into the mounting cavity during assembly and easy insertion of the mounting base 5 into the damping ring 4. In addition, the gradually changing width of the notch 401 also effectively ensures the overall rigidity of the damping ring 4.

[0098] Combination Figure 5 and Figure 6 As shown, in some exemplary embodiments, the mounting base 5 has a mounting groove 500 with its opening facing the connector. The first buffer includes a rubber block 6 disposed in the mounting groove 500, with a portion of the rubber block 6 extending out of the mounting groove 500 and used to engage with the connector. In this embodiment, by providing the mounting groove 500, the mounting of the buffer on the mounting base 5 can be easily achieved. At the same time, the mounting groove 500 can limit the radial displacement of the rubber block 6, which helps to effectively prevent the rubber block 6 from shifting laterally or falling off during compression and rebound.

[0099] The buffer component is made of rubber block 6, which has excellent elastic deformation and damping characteristics, and can more gently absorb the impact load when the load-bearing unit and the connecting part are joined. Therefore, when the rubber block 6 comes into contact with the connecting part and is compressed, it will release the impact force smoothly through its own elastic deformation, which can effectively avoid the jamming or sudden change in force caused by rigid collision, and further improve the operating comfort of the brake pedal 12.

[0100] In some exemplary embodiments, the mounting base 5 and the damping ring 4 abut against each other via an inclined plane. This design not only guides the mounting base 5 to be quickly inserted into the damping ring 4 during assembly, improving assembly efficiency, but also converts part of the axial force into a radial component along the inclined plane. Simultaneously, it guides the mounting base 5 and the damping ring 4 to fit together along the inclined plane, preventing axial offset or tilting, ensuring a smooth force transmission path, thus avoiding sudden force changes, further improving the smoothness of the load-bearing unit's sliding, and reducing operational jerking.

[0101] The structure of the mounting base 5 in this embodiment is referenced. Figure 13 and Figure 14 As shown, it is roughly T-shaped and includes a first part 501 and a second part 502 located at one end of the first part 501. The second part 502 protrudes radially outward from the first part 501 and is inserted into the damping ring 4. Additionally, refer to... Figure 5 and Figure 6 As shown, the first elastic element includes a first spring 8 sleeved outside the first part 501, and one end of the first spring 8 abuts against the second part 502.

[0102] This design allows the first part 501 of the mounting base 5 to serve as the assembly base for the first spring 8, enabling parallel connection between the first spring 8 and the buffer component, and also helps prevent displacement of the first spring 8 during compression and rebound. Simultaneously, the second part 502, through its radially protruding structure, forms a limiting step, providing an axial abutment support surface for the first spring 8, ensuring uniform force distribution on the first spring 8. Therefore, this structure facilitates the installation of the first spring 8 on the mounting base 5, as well as the insertion arrangement between the mounting base 5 and the damping ring 4.

[0103] Specifically, combined Figure 5 , Figure 13 and Figure 14 As shown in the diagram, the mounting groove 500 extends through the first part 501 and into the second part 502, providing a larger insertion space for the rubber block 6 and thus improving the stability of the rubber block 6 on the mounting base 5. In practice, the rubber block 6 can be interference-fitted into the mounting groove 500. Furthermore, to enhance the stability of the first spring 8, the first part 501 is cylindrical, with a length greater than that of the second part 502, thereby providing a larger contact area with the first spring 8.

[0104] The second part 502 is shaped like a frustum, and has an abutment slope 5021 formed on its outer peripheral wall for abutting against the damping ring 4. Correspondingly, the inner wall of the damping ring 4 is provided with a mating slope 402 adapted to the abutment slope 5021, and the mounting base 5 and the damping ring 4 are in contact with each other through the abutment slope 5021 and the mating slope 402.

[0105] The structure of the rubber block 6 in this embodiment is as follows: Figure 15 and Figure 16 As shown, the rubber block 6 is cylindrical in shape, and its outer diameter gradually decreases along the direction away from the damping ring 4 (i.e., towards the connector). This provides the rubber block 6 with a larger elastic deformation space, significantly improving its elastic deformation performance and making the compression process smoother. Furthermore, to enhance the smoothness of the contact with the connector, an abutment protrusion 601 is integrally formed on one end of the rubber block 6 extending out of the mounting groove 500. This abutment protrusion 601 is preferably spherical or arc-shaped, allowing the rubber block 6 to first achieve flexible contact with the connector through the abutment protrusion 601, and then compress the entire rubber block 6 as it advances, further weakening the impact force at the moment of contact and avoiding sudden changes in force.

[0106] In addition, in order to further improve the elastic properties of rubber block 6, such as Figure 15As shown, the outer peripheral wall of the rubber block 6 is provided with multiple axially penetrating grooves 602, and the grooves 602 are evenly spaced along the circumference of the rubber block 6. These grooves 602, on the one hand, can further increase the elastic deformation range of the rubber block 6, improve its compression and rebound flexibility, and make the buffering process gentler. On the other hand, the grooves 602 make it easier for the rubber block 6 to undergo radial contraction during assembly, facilitating its interference fit into the mounting groove 500 of the mounting base 5, thus improving assembly efficiency. The number of grooves 602 is not limited to the three shown in the figure; in specific implementations, they can be adjusted according to design requirements.

[0107] In this embodiment, combined with Figure 5 and Figure 17 and Figure 18 As shown, in some exemplary embodiments, the connector includes a connector 9 disposed within the mounting cavity, the connector 9 having a receiving groove 900 with its opening facing away from the load-bearing unit. The second elastic member includes a second spring 10, one end of which is located in the receiving groove 900, and the other end is located on the housing.

[0108] Here, by using a connector 9 with a receiving groove 900, not only can the first spring 8 be fitted onto the connector 9, but it also facilitates placing one end of the second spring 10 in the receiving groove 900. This allows the first spring 8 and the second spring 10 to be connected in series, simulating the gentle foot feel of the initial light pressing phase of traditional braking. Simultaneously, the receiving groove 900 effectively limits the radial offset of the second spring 10, preventing twisting or skewing during compression / rebound, and ensuring that the spring always extends and contracts axially.

[0109] Specifically, continue to combine Figure 17 and Figure 18 As shown, the connecting seat 9 in this embodiment includes a seat body with a receiving groove 900 and a limiting protrusion 901 provided at the opening of the receiving groove 900. The limiting protrusion 901 protrudes outward along the seat body. When one end of the first spring 8 is sleeved on the seat body, the limiting protrusion 901 can abut against the end of the first spring 8, thereby providing axial limiting for the first spring 8. This structure achieves stable assembly of the first spring 8 and the connecting seat 9 without the need for additional spring limiting components, preventing the first spring 8 from axially shifting along the seat body during compression / rebound. Simultaneously, it facilitates disassembly and replacement when the first spring 8 or the second spring 10 shows wear and aging.

[0110] like Figure 1As shown, in some exemplary embodiments, the housing includes an outer shell 2 with a cavity, and a damping sleeve 1 ball-jointed within the outer shell 2. The damping sleeve has a mounting cavity, and a buffer ring 7 is provided on the damping sleeve 1, which abuts against the cavity wall of the mounting cavity. Here, the damping sleeve 1 is assembled into the cavity of the outer shell 2 by means of a ball joint, which allows the damping sleeve 1 to achieve small rotations with multiple degrees of freedom relative to the outer shell 2, enabling adaptive adjustment. At the same time, the ball joint connection can automatically compensate for the coaxiality deviation between the outer shell 2 and the damping sleeve 1 during the assembly process.

[0111] Furthermore, by fitting the buffer ring 7 onto the damping sleeve 1 and abutting against the wall of the mounting cavity, radial vibrations generated by the movement of various components (load-bearing units, connectors, etc.) inside the mounting cavity can be directly absorbed, further reducing operating noise. At the same time, the buffer ring 7 can fill the gap between the damping sleeve 1 and the wall of the mounting cavity, reducing rigid wear between components.

[0112] Therefore, when the simulator is subjected to the instantaneous impact of braking, the damping sleeve 1 connected by the ball joint can disperse part of the impact load to the outer shell 2 through a small rotation, avoiding local stress concentration; the buffer ring 7 absorbs part of the radial impact through its own elastic deformation, further alleviating the damage of the impact to the damping sleeve 1 and the outer shell 2. The two work together to improve the impact resistance of the shell structure.

[0113] Specifically, such as Figure 1 As shown, the outer casing 2 of this embodiment is a cylindrical shape with one open end, and a rubber pad is provided at the open end of the outer casing 2. The rubber pad is fitted over the damping sleeve 1 and can abut against the brake pedal 12 to reduce contact noise between the brake pedal 12 and the outer casing 2. In addition, in order to realize the hinge of the damping sleeve 1 inside the outer casing 2, a spherical mating groove is provided on the body wall of the encapsulated end of the outer casing 2.

[0114] The structure of damping sleeve 1 is based on... Figures 19 to 21 As shown, its overall shape is adapted to the outer shell 2, and it is also open at one end and set onto the cylinder. In this embodiment, in order to achieve a reliable ball joint connection, an outwardly protruding spherical protrusion 101 is integrally formed at the sealing end of the damping sleeve 1. The radius of curvature of the spherical protrusion 101 matches the mating groove on the inner side of the outer shell 2. The damping sleeve 1 can complete the ball joint assembly with the outer shell 2 by embedding the spherical protrusion 101 into the mating groove, ensuring the flexibility and stability of relative rotation.

[0115] In addition, to prevent the buffer ring 7 from falling off the damping sleeve 1, two limiting ribs 102 are provided on the damping sleeve 1 at intervals along its axial direction. Each limiting rib 102 is an arc extending circumferentially from the damping sleeve 1. This design facilitates the buffer ring 7 to be inserted between the two limiting ribs 102, thereby limiting the axial displacement of the buffer ring 7 and ensuring its secure installation on the damping sleeve 1.

[0116] In addition, to further improve the structural reliability of ball joint connections, such as Figure 19 As shown, the sealing end of the damping sleeve 1 is provided with multiple reinforcing ribs 103 spaced circumferentially along the spherical protrusion 101. These reinforcing ribs 103 are integrally formed with the spherical protrusion 101, which can improve the structural strength of the end of the damping sleeve 1, effectively resist the radial torque and impact load generated during the rotation of the ball joint, and prevent deformation of the end of the damping sleeve 1 or damage to the spherical protrusion 101 caused by long-term high-frequency rotation, thus ensuring the long-term stability of the ball joint connection. The material of the damping sleeve 1 can be the same as that of the damping ring 4 mentioned above, and will not be described further here.

[0117] In this embodiment, the structure of the buffer ring 7 can be referred to Figure 2 and Figure 22 As shown, its overall shape is a ring that fits into the damping sleeve 1, and to improve its elastic performance, as... Figure 22 As shown, the outer wall of the buffer ring 7 is provided with annular protrusions 701 that bulge outward along its radial direction, and multiple annular protrusions 701 are spaced apart along the axial direction of the buffer ring 7. By providing multiple annular protrusions 701, the radial deformation space of the buffer ring 7 can be increased, which facilitates the compression of the buffer ring 7 when subjected to radial pressure. This reduces the assembly resistance during the insertion of the damping sleeve 1 and the buffer ring 7 into the outer shell 2, and also more fully absorbs the radial vibration generated by the movement of various components inside the mounting cavity.

[0118] In addition, the buffer ring 7 can be made of rubber. Rubber has excellent elastic deformation capacity and damping characteristics, which can have a good buffering and vibration reduction effect. At the same time, rubber is wear-resistant and aging-resistant, which can be adapted to the working environment of the braking system and ensure the reliability of the buffer ring 7 for long-term use.

[0119] Combination Figure 1 and Figure 5 and Figure 6 As shown, in some exemplary embodiments, a second buffer is provided on the bottom wall of the mounting cavity, protruding into the mounting cavity. Furthermore, the housing abuts against the connector via the second buffer. This arrangement ensures that the second buffer does not participate in operation during the initial stroke, guaranteeing the purity of the initial flexible force sensation.

[0120] As the connector moves toward the bottom wall of the mounting cavity, the second buffer comes into contact with the connector and is gradually compressed. At this time, the buffering force of the second buffer is superimposed with the force of the first elastic element and the damping element, forming a gradually increasing force. This can effectively avoid sudden changes in force when switching between the second and third stroke segments, which helps to make the force feedback of the brake pedal 12 smoother and more consistent, thereby improving the adaptability of driving operation.

[0121] On the other hand, the second buffer can also absorb the impact energy when the shell and the connector come into contact through its own elastic deformation, further weakening high-frequency vibration and reducing abnormal noise caused by collision. At the same time, the second buffer can alleviate the impact load of the connector on the bottom wall of the mounting cavity, avoiding component deformation caused by long-term impact.

[0122] Among them, such as Figure 20 As shown, in some exemplary embodiments, the bottom wall of the mounting cavity is provided with a groove 104 surrounding the second elastic member, and the second buffer member includes a rubber ring 11 partially embedded in the groove 104. Furthermore, to further improve the stability of the rubber ring 11, such as... Figure 22 As shown, a snap-fit ​​protrusion 1101 is provided on the outer wall of the rubber ring 11, protruding radially outward. Correspondingly, a snap-fit ​​groove is provided in the groove 104, and the snap-fit ​​protrusion 1101 of the rubber ring 11 snaps into the snap-fit ​​groove. In this way, the installation stability of the rubber ring 11 can be further improved, which helps to prevent it from falling out. In addition, an insert groove 105 is provided on the bottom wall of the mounting cavity, located in the groove 104, and one end of the second spring 10 is embedded in the insert groove 105.

[0123] In this embodiment, by providing the groove 104, the rubber ring 11 can be constrained in the circumferential direction, preventing radial displacement or detachment of the rubber ring 11 during compression / rebound. Furthermore, this ensures the assembly stability of the rubber ring 11 while providing sufficient space for its elastic deformation. Additionally, the second buffer component uses a rubber ring 11. The rubber material possesses excellent flexible damping characteristics, which synergize with the rubber material characteristics of the aforementioned buffer ring 7, allowing for a gentler absorption of impact energy during the contact of the connecting parts. This avoids abrupt changes in force sensation caused by rigid collisions, further improving the smoothness of force transition during the stroke.

[0124] Furthermore, the annular structure of the rubber ring 11 is adapted to the groove 104 surrounding the second elastic element, enabling uniform circumferential buffering. This ensures uniform force distribution when the connector abuts, preventing component wear or force deviation caused by excessive localized force. Thus, by incorporating the rubber ring 11, a uniform annular driving force is generated during the retraction process through the elastic rebound of the rubber ring 11, assisting in smoothly resetting the connector and preventing displacement or jamming during repositioning. Simultaneously, the flexible rebound characteristics of the rubber ring 11 buffer the instantaneous impact force during connector repositioning, further optimizing the smoothness of the retraction process.

[0125] It is worth noting that, regarding the simulator assembly of this embodiment, based on the above exemplary implementations, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 22 As shown, it may include, for example, a housing, a load-bearing unit, and a force feedback component disposed between the housing and the load-bearing unit.

[0126] The housing includes an outer shell 2 with a cavity, and a damping sleeve 1 that is ball-jointed within the outer shell 2. The damping sleeve has an installation cavity, and a buffer ring 7 is provided on the damping sleeve 1. The buffer ring 7 abuts against the cavity wall of the installation cavity.

[0127] The load-bearing unit is slidably disposed in the mounting cavity. The force feedback assembly includes a connector disposed in the mounting cavity, a first elastic element disposed between the connector and the load-bearing unit, a second elastic element disposed between the connector and the housing, and a first buffer element disposed on the load-bearing unit. Furthermore, the stiffness of the damping element, the first elastic element, and the second elastic element decreases sequentially.

[0128] The load-bearing unit includes a bearing seat 3, a mounting seat 5, and a damping element disposed between the bearing seat 3 and the mounting seat 5. A rubber ring 11 is provided on the bottom wall of the mounting cavity, the rubber ring 11 protruding into the mounting cavity, and the housing abuts against the connector through the rubber ring 11.

[0129] In the preferred embodiment of the simulator assembly above, the specific settings and arrangements of the housing, load-bearing unit, and force feedback component can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the housing, load-bearing unit, and force feedback component x can also be referred to the descriptions in the above exemplary embodiments.

[0130] The simulator assembly in this embodiment, designed as described above, matches the operating habits of a traditional brake pedal 12, avoiding sudden or abrupt changes in force and providing better operating comfort. Simultaneously, when the driver releases the brake pedal 12, the first spring 8 provides a restoring force, and the high-stiffness rubber block 6 releases simultaneously to suppress the initial velocity. After the mounting seat 5 disengages from the connecting seat 9, the damping ring 4 continues to slide and dissipate energy, and the first spring 8 continues to extend to maintain a constant speed in the middle stage. In the final stage, the second spring 10 pushes the connecting seat 9 to reset, thereby achieving multi-stage energy release, effectively preventing the brake pedal from hitting the driver's foot during retraction, thus providing better retraction smoothness and improving driving comfort.

[0131] An embodiment of the second aspect of this application provides a vehicle that includes the simulator assembly of the embodiment of the first aspect.

[0132] The vehicle in this embodiment can improve driving comfort by setting the simulator assembly of the first aspect embodiment.

[0133] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A simulator assembly for use with a brake pedal (12), characterized in that: It includes a housing, a load-bearing unit, and a force feedback component disposed between the housing and the load-bearing unit; The housing has a mounting cavity with one end open, the load-bearing unit is slidably disposed in the mounting cavity, and the force feedback assembly includes a connector disposed in the mounting cavity, a first elastic member disposed between the connector and the load-bearing unit, a second elastic member disposed between the connector and the housing, and a first buffer member disposed on the load-bearing unit. The load-bearing unit can sequentially pass through at least three stroke segments under the drive of external force. In the first stroke segment, the load-bearing unit and the connecting member synchronously compress the first elastic member and the second elastic member, respectively. In the second stroke segment, the load-bearing unit compresses the first elastic member. In the third stroke segment, the load-bearing unit engages with the connecting member and compresses the first elastic member and the first buffer member.

2. The simulator assembly according to claim 1, characterized in that: The load-bearing unit includes a support seat (3), a mounting seat (5), and a damping element disposed between the support seat (3) and the mounting seat (5); The damping element abuts against the cavity wall of the mounting cavity, and the first buffer element is disposed on the mounting base (5).

3. The simulator assembly according to claim 2, characterized in that: The damping element includes a damping ring (4) disposed on the receiving seat (3), and one end of the mounting seat (5) is inserted into the damping ring (4); and / or, The mounting base (5) has a mounting groove (500) with the opening facing the connector. The first buffer includes a rubber block (6) disposed in the mounting groove (500), a portion of which extends out of the mounting groove (500) and is used to engage with the connector.

4. The simulator assembly according to claim 3, characterized in that: The damping ring (4) is provided with a notch (401), the notch (401) being provided through the damping ring (4) along its axial direction; and / or, The mounting base (5) and the damping ring (4) abut against each other via an inclined surface.

5. The simulator assembly according to claim 3, characterized in that: The mounting base (5) includes a first part (501) and a second part (502) disposed at one end of the first part (501). The second part (502) is radially protruding outward along the first part (501) and is inserted into the damping ring (4). The first elastic element includes a first spring (8) sleeved outside the first part (501), and one end of the first spring (8) abuts against the second part (502).

6. The simulator assembly according to claim 1, characterized in that: The connector includes a connector (9) disposed in the mounting cavity, the connector (9) having a receiving groove (900) with the slot facing away from the load-bearing unit. The second elastic element includes a second spring (10), one end of which is located in the receiving groove (900) and the other end is located on the housing.

7. The simulator assembly according to claim 1, characterized in that: A second buffer is provided on the bottom wall of the mounting cavity, and the second buffer protrudes into the mounting cavity; The housing abuts against the connector via the second buffer.

8. The simulator assembly according to claim 7, characterized in that: The bottom wall of the mounting cavity is provided with a groove (104) surrounding the second elastic member, and the second buffer member includes a rubber ring (11) partially embedded in the groove (104).

9. The simulator assembly according to any one of claims 1 to 8, characterized in that: The housing includes an outer shell (2) with a cavity, and a damping sleeve (1) ball-jointed within the outer shell (2), the damping sleeve (1) forming the mounting cavity, and a buffer ring (7) provided on the damping sleeve (1), the buffer ring (7) abutting against the cavity wall of the mounting cavity; and / or, The stiffness of the damping element, the first elastic element, and the second elastic element decreases sequentially.

10. A vehicle, characterized in that: The vehicle is equipped with a simulator assembly as described in any one of claims 1 to 9.

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