Brake pedal structure capable of reducing resonance

Abstract

The invention relates to the technical field of brake pedals, in particular to a resonance-reducing brake pedal structure which comprises an assembling main frame and a pedal control assembly. The pedal control assembly comprises a pedal main plate, an anti-resonance switching component, a sensing control external connection component and an anti-resonance structure adjusting component, the pedal main plate is connected with the assembly main frame through the anti-resonance switching component and the anti-resonance structure adjusting component, the anti-resonance switching component is connected with the assembly main frame, the sensing control external connection component is connected with the assembly main frame, and the anti-resonance switching component is connected with the assembly main frame. The anti-resonance structure adjusting component is connected with the treading main plate, the foot feeling quality of a driver in the braking process can be improved through the arranged corresponding structure, the braking control precision is guaranteed, the whole vehicle NVH performance is improved, and the system reliability and the use comfort are improved.

Description

Technical Field

[0001] This invention relates to the field of brake pedal technology, and more particularly to a brake pedal structure that reduces resonance. Background Technology

[0002] Modern automobiles are complex multibody dynamic systems that are subjected to various periodic or random excitations during driving, such as those from the engine, transmission system, road surface, and braking system. These excitations will induce various inherent vibration modes of the vehicle structure. As a component that is rigidly connected to the front of the vehicle body through a bracket, the brake pedal assembly is inevitably exposed to this vibration field. Since the brake pedal itself is a structure with its own natural frequency and mode shape, when one or more excitation frequencies in the vehicle vibration environment coincide with or are close to the natural frequency of the brake pedal, structural resonance will occur. When resonance occurs, even small vibration inputs will be amplified sharply by the pedal system, causing the pedal to produce violent and uncomfortable shaking, or even noise. Summary of the Invention

[0003] The purpose of this invention is to provide a brake pedal structure that reduces resonance, which can improve the driver's foot feel during braking, ensure the accuracy of braking control, improve the overall vehicle NVH performance, and enhance system reliability and user comfort through the appropriate structural design.

[0004] To achieve the above objectives, the present invention provides a brake pedal structure for reducing resonance, including a mounting frame and a pedal control assembly; The pedal control assembly includes a pedal main board, an anti-resonance adapter, an external sensor component, and an anti-resonance structural adjustment component. The pedal main board is connected to the main assembly frame through the anti-resonance adapter and the anti-resonance structural adjustment component. The anti-resonance adapter is connected to the main assembly frame to reduce the resonance of the main rotating structure. The external sensor component is connected to the main assembly frame to complete the fixed-point return reset of the pedal main board. The anti-resonance structural adjustment component is connected to the pedal main board to reduce the impact of resonance on the overall pedal structure.

[0005] The anti-resonance structure adjustment component includes an overlapping shaft, damping bushings, and damping adapter sleeves. The overlapping shaft is fixedly installed on the main assembly frame. The two damping bushings are fixedly sleeved on both sides of the inner side of the overlapping shaft. The two sides of the damping adapter sleeves are respectively rotatably sleeved on the two damping bushings.

[0006] The anti-resonance structure adjustment component includes a drive swing arm and a counterweight. The damping adapter cylinder and the pedal main plate are respectively connected on both sides of the drive swing arm. The drive swing arm is a solid structure. The counterweight is installed on the pedal main plate.

[0007] The anti-resonance structural adjustment component includes a drive swing arm and a reinforcing rib. The damping adapter cylinder and the pedal main board are connected to the two sides of the drive swing arm, respectively. The drive swing arm is a hollow structure. The reinforcing rib is provided on the drive swing arm.

[0008] The sensing and control external component includes a rebound connector and a return sensing mechanism. The rebound connector is connected to the pedal rebound structure set in the frame and is fixedly installed on the drive swing arm. The return sensing mechanism is installed on the assembly main frame and is used to sense and limit the rebound position of the pedal main board.

[0009] The return sensing mechanism includes a limit sensing frame and a sensing sensor. The limit sensing frame is fixedly installed on the drive swing arm, and the sensing sensor is installed on the assembly main frame.

[0010] The anti-resonance structure adjustment component further includes a damping rubber block, which is fixedly installed on the side of the driving swing arm near the limit sensing frame, and the limit sensing frame is wrapped by the damping rubber block.

[0011] This invention discloses a brake pedal structure for reducing resonance. In actual operation, the main assembly frame is provided with an inner mounting groove for mounting a corresponding swing arm mechanism. The overlapping shaft is fixedly installed in the inner mounting groove of the main assembly frame. A corresponding damping bushing is provided between the damping adapter cylinder and the overlapping shaft. The damping bushing increases the rotational damping of the damping adapter cylinder, which is connected to the corresponding swing arm structure. Therefore, the damping bushing increases the rotational damping of the corresponding swing arm, thereby reducing or offsetting resonance by generating resistance during the use of the main pedal. Then, the corresponding anti-resonance structure adjustment component further reduces the impact of resonance on the overall brake pedal structure. This achieves the goal of improving the driver's foot feel quality during braking, ensuring the accuracy of braking control, improving the overall vehicle NVH performance, and enhancing system reliability and user comfort. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0013] Figure 1 This is a schematic diagram of the installation structure of the solid drive swing arm of the present invention.

[0014] Figure 2 This is a schematic diagram of the installation structure of the damping rubber block of the present invention.

[0015] Figure 3This is a schematic diagram of the damping adapter cylinder of the present invention cut in half laterally.

[0016] Figure 4 This is a schematic diagram of the installation structure of the hollow drive swing arm of the present invention.

[0017] Figure 5 This is a schematic diagram of the installation structure of the limit sensing frame of the present invention.

[0018] Figure 6 This is a diagram showing the finite element analysis results of the added counterweight component in this invention.

[0019] Figure 7 This is a diagram showing the finite element analysis results of the present invention without counterweights.

[0020] Figure 8 This is a finite element analysis model diagram of the added counterweight component of the present invention.

[0021] Figure 9 This is a finite element analysis model diagram of the present invention without counterweights.

[0022] Figure 10 This is a finite element analysis result diagram of the reinforcing ribs in this invention.

[0023] Figure 11 This is a finite element analysis model diagram of the reinforcing ribs of the present invention.

[0024] In the diagram: 101-Assembly main frame, 102-Step main board, 103-Overlap shaft, 104-Damping bushing, 105-Damping adapter cylinder, 106-Drive swing arm, 1061-Counterweight, 1062-Reinforcing rib, 107-Rebound connector, 108-Limit sensing frame, 109-Induction sensor, 110-Damping rubber block. Detailed Implementation

[0025] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0026] In the description of this invention, it should be understood that "a plurality of" means two or more, unless otherwise explicitly specified.

[0027] Please see Figures 1 to 11This invention provides a brake pedal structure to reduce resonance: it includes an assembly main frame 101 and a pedal control assembly. The pedal control assembly includes a pedal main board 102, an anti-resonance adapter, a sensing and control external component, and an anti-resonance structural adjustment component. The aforementioned solution solves the problem that since the brake pedal itself is a structure with its own natural frequency and mode shape, when one or more excitation frequencies in the vehicle vibration environment coincide with or are close to the natural frequency of the brake pedal, structural resonance will occur. When resonance occurs, even a small vibration input will be amplified sharply by the pedal system, resulting in severe and uncomfortable vibration of the pedal, or even noise.

[0028] Furthermore, the pedal main board 102 is connected to the assembly main frame 101 through the anti-resonance adapter and the anti-resonance structure adjustment component. The anti-resonance adapter is connected to the assembly main frame 101 to reduce the resonance of the main rotating structure. The sensor external component is connected to the assembly main frame 101 to complete the fixed-point return reset of the pedal main board 102. The anti-resonance structure adjustment component is connected to the pedal main board 102 to reduce the impact of resonance on the overall pedal structure.

[0029] Furthermore, the anti-resonance structure adjustment component includes an overlapping shaft 103, a damping bushing 104, and a damping adapter cylinder 105. The overlapping shaft 103 is fixedly installed on the assembly main frame 101; the two damping bushings 104 are fixedly sleeved on both sides of the inner side of the overlapping shaft 103; the two sides of the damping adapter cylinder 105 are respectively rotatably sleeved on the two damping bushings 104.

[0030] In actual operation, the main assembly frame 101 is provided with an mounting groove for mounting the corresponding swing arm mechanism. The overlapping shaft 103 is fixedly installed in the mounting groove of the main assembly frame 101. A corresponding damping bushing 104 is provided between the damping adapter cylinder 105 and the overlapping shaft 103. The damping bushing 104 increases the rotational damping of the damping adapter cylinder 105. The damping adapter cylinder 105 is connected to the corresponding swing arm structure. Therefore, the damping bushing 104 can increase the rotational damping of the corresponding swing arm, so as to reduce or cancel resonance by generating resistance during the use of the pedal main plate 102. Then, the corresponding anti-resonance structure adjustment component further reduces the impact of resonance on the overall brake pedal structure. This achieves the goal of improving the driver's foot feel quality during braking, ensuring the accuracy of braking control, improving the NVH performance of the whole vehicle, and improving system reliability and user comfort.

[0031] Furthermore, the anti-resonance structure adjustment component includes a drive swing arm 106 and a counterweight 1061. The drive swing arm 106 is connected to the damping adapter cylinder 105 and the pedal main plate 102 on both sides, and the drive swing arm 106 is a solid structure. The counterweight 1061 is installed on the pedal main plate 102.

[0032] In this embodiment, the anti-resonance structure adjustment component can be adjusted according to the actual usage type of the drive swing arm 106. When the drive swing arm 106 is a solid structure, a corresponding counterweight 1061 is set at the bottom of the foot pedal main board 102 so that the vibration frequency of the drive swing arm 106 can be changed by the counterweight 1061 so that it vibrates in the opposite direction to cancel resonance.

[0033] When the counterweight 1061 is provided at the bottom of the pedal main board 102, the direct effect is to increase the total mass of the system. According to the natural frequency formula, with the stiffness k basically unchanged, increasing the mass m will reduce the natural frequency of the entire pedal system. This causes the natural frequency value that originally coincided with the excitation frequency to shift, thereby escaping the "danger zone" where the excitation frequency is located, and fundamentally avoiding the occurrence of resonance. When an external excitation (such as vehicle body vibration) drives the pedal body (M) to attempt to vibrate significantly near its original frequency, this vibration will be transmitted to the counterweight 1061 through the main board structure.

[0034] By carefully designing the mass m, installation position, and connection stiffness between the counterweight 1061 and the main board (determined by the local stiffness of the main board and the installation method), the natural frequency of the counterweight 1061 can be tuned to be very close to the original pedal resonance frequency. Near the resonance frequency, the counterweight 1061 will vibrate with a significant amplitude, but its vibration phase is about 180 degrees different from the vibration phase of the original pedal body (i.e., out of phase).

[0035] According to Newton's second law (F = ma), the vibrating counterweight 1061 will generate an inertial force. Since the counterweight 1061 vibrates in the opposite phase to the original pedal body, when the inertial force it generates acts on the pedal body through the connection point, its direction is opposite to the original excitation force that drives the pedal body to vibrate. These two forces superimpose on each other in the key vibration mode, partially or even mostly cancel each other out, thereby greatly suppressing the vibration amplitude of the pedal body itself.

[0036] Furthermore, the anti-resonance structure adjustment component includes a drive swing arm 106 and a reinforcing rib 1062. The drive swing arm 106 is connected to the damping adapter cylinder 105 and the pedal main board 102 on both sides, and the drive swing arm 106 is a hollow structure. The reinforcing rib 1062 is disposed on the drive swing arm 106.

[0037] In this embodiment, when the driving swing arm 106 is a hollow structure, the overall stiffness of the driving swing arm 106 can be changed by setting the corresponding reinforcing ribs 1062 on the driving swing arm 106, so as to change the natural frequency by increasing the overall stiffness and avoiding the common excitation frequency range.

[0038] The natural frequency of a structure is directly related to its stiffness and mass. Specifically, assuming the mass remains constant or changes very little, increasing the stiffness of the structure will directly lead to an increase in its natural frequency.

[0039] Adding the reinforcing rib 1062 to the hollow structure of the swing arm 106 is a highly efficient design method to improve local and overall bending and torsional stiffness. The reinforcing rib 1062 is like adding "bones" to the structure, significantly enhancing its resistance to deformation and making it more "rigid". When the swing arm becomes more "rigid", the frequency of its tendency to vibrate freely (i.e., its natural frequency) will shift to a higher frequency range.

[0040] Furthermore, the sensing and control external component includes a rebound connector 107 and a return sensing mechanism. The rebound connector 107 is connected to the pedal rebound structure disposed in the frame and is fixedly installed on the drive swing arm 106. The return sensing mechanism is installed on the assembly main frame 101 and is used to sense and limit the rebound position of the pedal main board 102.

[0041] Furthermore, the return sensing mechanism includes a limit sensing frame 108 and a sensing sensor 109. The limit sensing frame 108 is fixedly installed on the drive swing arm 106; the sensing sensor 109 is installed on the assembly main frame 101.

[0042] In this embodiment, the rebound connector 107 is used to connect the drive arm 106 to the corresponding pedal rebound structure, so that the drive arm 106 and the pedal main board 102 can be rebounded and reset through the pedal rebound structure.

[0043] The sensing sensor 109 is a pressure sensor. When the swing arm 106 rebounds and resets, the limit sensing frame 108 will rebound along with the swing arm 106. Therefore, the sensing sensor 109 can limit and sense the rebound position of the swing arm 106 by sensing the rebound pressure state of the limit sensing frame 108.

[0044] Furthermore, the anti-resonance structure adjustment component also includes a damping rubber block 110, which is fixedly installed on the side of the driving swing arm 106 near the limit sensing frame 108, and the limit sensing frame 108 is wrapped by the damping rubber block 110.

[0045] In this embodiment, the damping rubber block 110 is disposed on the driving swing arm 106. The damping rubber block 110 can absorb part of the resonance, thereby reducing the impact of resonance on the overall structure.

[0046] The above-disclosed embodiments are merely one or more preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art will understand that all or part of the processes for implementing the above embodiments and equivalent variations made in accordance with the claims of this application are still within the scope of this application.

Claims

1. A brake pedal structure for reducing resonance, comprising an assembly main frame, characterized in that, It also includes pedal control components; The pedal control assembly includes a pedal main board, an anti-resonance adapter, an external sensor component, and an anti-resonance structural adjustment component. The pedal main board is connected to the main assembly frame through the anti-resonance adapter and the anti-resonance structural adjustment component. The anti-resonance adapter is connected to the main assembly frame to reduce the resonance of the main rotating structure. The external sensor component is connected to the main assembly frame to complete the fixed-point return reset of the pedal main board. The anti-resonance structural adjustment component is connected to the pedal main board to reduce the impact of resonance on the overall pedal structure.

2. The brake pedal structure for reducing resonance as described in claim 1, characterized in that, The anti-resonance structure adjustment component includes an overlapping shaft, damping bushings, and damping adapter sleeves. The overlapping shaft is fixedly installed on the main assembly frame. The two damping bushings are fixedly sleeved on both sides of the inner side of the overlapping shaft. The two sides of the damping adapter sleeves are rotatably sleeved on the two damping bushings respectively.

3. The brake pedal structure for reducing resonance as described in claim 2, characterized in that, The anti-resonance structural adjustment component includes a drive swing arm and a counterweight. The two sides of the drive swing arm are respectively connected to the damping adapter cylinder and the pedal main plate. The drive swing arm is a solid structure. The counterweight is installed on the pedal main plate.

4. The brake pedal structure for reducing resonance as described in claim 2, characterized in that, The anti-resonance structural adjustment component includes a drive swing arm and a reinforcing rib. The damping adapter cylinder and the pedal main board are connected to the two sides of the drive swing arm, respectively. The drive swing arm is a hollow structure. The reinforcing rib is provided on the drive swing arm.

5. The brake pedal structure for reducing resonance as described in claim 3 or 4, characterized in that, The external sensing component includes a rebound connector and a return sensing mechanism. The rebound connector is connected to the pedal rebound structure disposed in the frame and is fixedly installed on the drive swing arm. The return sensing mechanism is installed on the assembly main frame and is used to sense and limit the rebound position of the pedal main board.

6. The brake pedal structure for reducing resonance as described in claim 5, characterized in that, The return sensing mechanism includes a limit sensing frame and a sensing sensor. The limit sensing frame is fixedly installed on the drive swing arm; the sensing sensor is installed on the assembly main frame.

7. The brake pedal structure for reducing resonance as described in claim 6, characterized in that, The anti-resonance structure adjustment component also includes a damping rubber block, which is fixedly installed on the side of the driving swing arm near the limit sensing frame, and the limit sensing frame is wrapped by the damping rubber block.

Images