A continuously variable brake force distribution pedal box suitable for FSAE racing car

Abstract

The application relates to the field of automobile braking technology, in particular to a stepless regulation braking force distribution pedal box suitable for FSAE racing cars, which comprises a brake pedal surface, a brake pedal support, a first brake master cylinder, a second brake master cylinder and a brake pedal base. The brake pedal support is rotatably installed on the brake pedal base, and the brake pedal surface is arranged on the front side of the brake pedal support. The first brake master cylinder and the second brake master cylinder are arranged below the brake pedal surface, the top ends of the two brake master cylinders are respectively hinged to the brake pedal support, and the bottom ends are respectively connected to the brake pedal base through transmission connecting assemblies. The application cancels the traditional balance bar structure, eliminates the risks of deflection, jamming and one-side pressure relief failure, has a large braking force distribution regulation range and a stable and reliable structure.

Description

Technical Field

[0001] This invention relates to the field of automotive braking technology, and in particular to a continuously variable brake force distribution pedal box suitable for FSAE racing cars. Background Technology

[0002] In FSAE Formula Student racing, the performance of the braking system directly affects the handling and safety of the car. Traditional FSAE brake pedal design uses a stabilizer bar arranged along the Y-axis. This stabilizer bar is mounted between the pedal and the two master cylinder pushrods via a spherical bearing or a central trunnion, forming a beam-type force distribution mechanism with adjustable pivot points. The two master cylinders control the front and rear axles respectively. Adjusting the distance between the two master cylinders and the central ball joint regulates the pressure distribution between the two master cylinders, thereby adjusting the braking force distribution between the front and rear axles.

[0003] In the prior art, Chinese patent CN206552016U discloses a novel FSAE racing car pedal assembly, which achieves front and rear wheel braking force distribution by adjusting the left and right length of the stabilizer bar. British patent GB2474008A also discloses a braking force distribution adjustment system for dual master cylinders, the core of which is also to change the force ratio of the two master cylinders by moving the pivot point along the stabilizer bar.

[0004] However, existing stabilizer bar pedal assemblies still have the following shortcomings: First, the adjustability of the stabilizer bar itself is limited; excessive changes in front-to-rear braking force distribution usually cannot be achieved solely by offsetting the stabilizer bar, thus limiting the adjustment range. Second, this structure places high demands on the rigidity of the pedal housing, the alignment of the push rod, the attitude of the stabilizer bar, and the clearance between components. During braking, it is prone to deterioration in braking stability due to flexure, deflection, jamming, or asynchronous pressure build-up in the front and rear circuits. Third, when depressurization occurs in a single master cylinder or a single hydraulic circuit, the pedal input is often first consumed by the free travel on the failed side and the deflection of the stabilizer bar, making it difficult for the other master cylinder to ensure timely and sufficient pressure build-up, posing a safety hazard.

[0005] Therefore, there is a need for an FSAE racing pedal box with a wider adjustment range, better braking stability, and the ability to overcome the effects of unilateral failure, in order to improve braking performance and safety. Summary of the Invention

[0006] The purpose of this invention is to provide a continuously variable brake force distribution pedal box suitable for FSAE racing cars, so as to solve the technical problems mentioned in the background art.

[0007] To achieve the above objectives, the present invention provides a continuously variable brake force distribution pedal box suitable for FSAE racing cars, including a brake pedal surface, a brake pedal bracket, a first brake master cylinder, a second brake master cylinder, and a brake pedal base. The brake pedal bracket is rotatably mounted on the brake pedal base, and the brake pedal surface is disposed on the front side of the brake pedal bracket. The first brake master cylinder and the second brake master cylinder are arranged in parallel and located below the brake pedal surface. The top ends of the first brake master cylinder and the second brake master cylinder are hinged to the pedal bracket. The bottom ends of the first brake master cylinder and the second brake master cylinder are respectively connected to the brake pedal base through a transmission connection assembly. The transmission connection assembly is used to adjust the installation position of the corresponding brake master cylinder relative to the brake pedal base.

[0008] Preferably, the bottom end of the brake pedal bracket is rotatably mounted on the brake pedal base via a brake pedal pivot.

[0009] Preferably, the transmission connection assembly includes two brake pedal adjusting slide rails and two brake pedal adjusting sliders. The two brake pedal adjusting slide rails are fixedly installed on the left and right sides of the brake pedal base. Each brake pedal adjusting slide rail is slidably engaged with the corresponding brake pedal adjusting slider. The bottom ends of the first brake master cylinder and the second brake master cylinder are respectively fixedly installed on the corresponding brake pedal adjusting sliders.

[0010] Preferably, both brake pedal adjusting slide rails are arc-shaped slide rails, and the center of the two arc-shaped slide rails is located at the hinge point between the top of the first brake master cylinder and the second brake master cylinder and the brake pedal bracket. The radius of each arc-shaped slide rail is equal to the length between the two mounting hinge points of the corresponding side brake master cylinder.

[0011] Preferably, each of the brake pedal adjusting slide rails has an arc-shaped groove along its length, and a bolt passes through the side of the brake pedal adjusting slider, the bolt being embedded in the arc-shaped groove; The bolt slides along the arc-shaped groove and the brake pedal adjusting slider is fixed at any position on the brake pedal adjusting slide rail by the locking nut, thereby changing the initial installation angle of the brake master cylinder and its lever arm relationship with the brake pedal bracket.

[0012] Preferably, the two brake pedal adjusting slide rails and their corresponding two brake pedal adjusting sliders are set independently, and the lever ratio of the brake master cylinders on both sides is independently and steplessly adjustable.

[0013] Preferably, the bottom of the brake pedal base is further provided with a brake pedal box slide rail, and the brake pedal base is mounted on the vehicle frame via the brake pedal box slide rail.

[0014] Preferably, by adjusting the position of the brake pedal adjusting slider on the arc-shaped slide rail, the pedal lever ratio can be steplessly adjusted within the range of 2.5:1 to 6:1, and the front and rear braking force distribution can be steplessly adjusted within the range of 6:2.5 to 2.5:6.

[0015] Therefore, the present invention provides a continuously adjustable brake force distribution pedal box suitable for FSAE racing cars, which has the following beneficial effects: The present invention adopts a sliding rail adjustable lever ratio structure, the lever ratio of the pedal can be continuously adjusted between 2.5 and 6, and the front and rear brake force distribution can be continuously adjusted between 6:2.5 and 2.5:6. The adjustment range is much larger than that of the traditional stabilizer bar structure. The present invention eliminates the stabilizer bar system, thus eliminating the braking stability problem caused by stabilizer bar deflection, deflection, jamming or asynchronous pressure in the front and rear circuits in the traditional solution.

[0016] In this invention, there is no mechanical coupling between the two master cylinders. When either master cylinder or its connected hydraulic circuit is depressurized, the failed side will not consume the pressure build-up stroke of the other side, and the other master cylinder can still build up pressure normally, ensuring that the vehicle has effective braking capability.

[0017] The bottom of the brake master cylinder of this invention is fixed to the arc-shaped slide rail by a slider. The slider is engaged with the arc-shaped groove by bolts and locked by a locking nut. The locking structure can provide support stiffness along the normal direction of the arc-shaped groove, effectively resisting the shear force generated when the brake is applied. It can withstand a braking force of more than 2000N without failure. According to actual tests, the braking system of this invention can achieve a braking pressure of more than 100 bar and more than 150 bar. The braking force is sufficient to meet the requirements of wheel lock-up. Attached Figure Description

[0018] Figure 1 This is an axial view of a continuously adjustable braking force distribution pedal box suitable for FSAE racing cars in an embodiment of the present invention; Figure 2 This is a front view of a continuously variable brake force distribution pedal box suitable for FSAE racing cars, according to an embodiment of the present invention. Figure 3 This is a top view of a continuously variable brake force distribution pedal box suitable for FSAE racing cars in an embodiment of the present invention; Figure Labels 1. Brake pedal surface; 2. Brake pedal bracket; 3. Brake pedal pivot; 4. First master cylinder; 5. Second master cylinder; 6. Brake pedal base; 7. Brake pedal adjusting slider; 8. Brake pedal adjusting slide rail; 9. Brake pedal housing slide rail; 10. Arc groove; 11. Bolt. Detailed Implementation

[0019] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0021] Example like Figure 1-3 As shown, the present invention provides a continuously variable brake force distribution pedal box suitable for FSAE racing cars, including a brake pedal surface 1, a brake pedal bracket 2, a brake pedal shaft 3, a first brake master cylinder 4, a second brake master cylinder 5, a brake pedal base 6, a brake pedal adjustment slider 7, a brake pedal adjustment slide rail 8, and a brake pedal box slide rail 9.

[0022] The brake pedal bracket 2 is rotatably mounted on the brake pedal base 6 via the brake pedal pivot 3. Specifically, the bottom end of the brake pedal bracket 2 is rotatably connected to the brake pedal base 6 via the brake pedal pivot 3, allowing the brake pedal bracket 2 to swing relative to the brake pedal base 6 around the brake pedal pivot 3. The brake pedal surface 1 is fixedly mounted on the front side of the brake pedal bracket 2 to bear the braking force input by the driver's pedal.

[0023] The first master cylinder 4 and the second master cylinder 5 are arranged parallel to each other below the brake pedal surface 1. The top ends of the first master cylinder 4 and the second master cylinder 5 are respectively hinged to the brake pedal bracket 2, so that the upper end of each master cylinder can rotate relative to the brake pedal bracket 2. The bottom end of the first master cylinder 4 is fixedly installed on the brake pedal adjusting slider 7 located on the left side, and the bottom end of the second master cylinder 5 is fixedly installed on the brake pedal adjusting slider 7 located on the right side.

[0024] Two brake pedal adjusting slide rails 8 are fixedly installed on the left and right sides of the brake pedal base 6, respectively, and the two brake pedal adjusting slide rails 8 are set independently. Each brake pedal adjusting slide rail 8 is slidably engaged with the brake pedal adjusting slider 7 on the corresponding side. Both brake pedal adjusting slide rails 8 are arc-shaped slide rails, and the centers of the two arc-shaped slide rails are located at the hinge points between the top of the first brake master cylinder 4 and the second brake master cylinder 5 and the brake pedal bracket 2, respectively. The radius of each arc-shaped slide rail is equal to the length between the two mounting hinge points of the corresponding brake master cylinder, that is, the distance between the top hinge point and the bottom mounting point of the brake master cylinder.

[0025] Since the center of the arc-shaped slide rail coincides with the hinge point at the top of the brake master cylinder, and the radius of the arc-shaped slide rail is equal to the length between the two hinge points of the brake master cylinder, when the brake pedal adjusting slider 7 slides along the arc-shaped slide rail, the brake master cylinder swings around its top hinge point, while the total length of the master cylinder remains unchanged. Thus, without changing the structure of the master cylinder itself, the tilt angle of the master cylinder axis relative to the pedal bracket is changed.

[0026] The bottom of the brake pedal base 6 is also provided with a brake pedal box slide rail 9. The brake pedal base 6 is mounted on the frame via the brake pedal box slide rail 9. The brake pedal box slide rail 9 extends along the front and rear direction of the vehicle, so that the entire pedal box can be slidably adjusted along the front and rear direction of the frame.

[0027] Each brake pedal adjusting slide rail 8 has an arc-shaped groove 10 along its length. A bolt 11 is provided on the side of the brake pedal adjusting slider 7, and this bolt 11 is embedded in the corresponding arc-shaped groove 10. Taking the left side as an example, the side of the brake pedal adjusting slider 7 has a bolt 11 inserted into the arc-shaped groove 10 on the brake pedal adjusting slide rail 8, and a locking nut is screwed onto the end of the bolt 11. The shank of the bolt 11 can slide within the arc-shaped groove 10. The first brake master cylinder 4 is fixedly connected to the corresponding brake pedal adjusting slider 7. When adjustment is needed, the operator loosens the locking nut, and the brake pedal adjusting slider 7 can then drive the bottom end of the corresponding brake master cylinder to slide along the trajectory of the arc-shaped groove 10. After adjustment, the locking nut is tightened, and the brake pedal adjusting slider 7 is fixed at any position in the current arc-shaped groove 10. This structure provides support stiffness along the normal direction of the arc-shaped groove 10, effectively resisting the shear force generated when braking, ensuring that the structure does not fail under a braking force of over 2000N.

[0028] The two brake pedal adjusting slide rails 8 and their corresponding two brake pedal adjusting sliders 7 are set independently, and the lever ratio of the brake master cylinders on both sides can be adjusted steplessly independently.

[0029] When the brake pedal is depressed, the braking force is transmitted from the brake pedal surface 1 to the brake pedal bracket 2, which rotates forward around the brake pedal pivot 3. This rotation causes the top ends of the first and second master cylinders 4 and 5, which are hinged to it, to move forward. Since the bottom ends of the two master cylinders are fixed to their respective brake pedal adjusting sliders 7, and these sliders 7 are locked in place on the brake pedal adjusting rail 8, the top ends of each master cylinder experience angular displacement relative to their bottom ends. This displacement compresses the piston inside the master cylinder, creating brake fluid. The brake fluid is transmitted to the wheel brakes via the brake lines, achieving vehicle braking. When the brake pedal is released, the return spring inside the master cylinder pushes the piston back to its original position, simultaneously causing the brake pedal bracket 2 to rotate in the opposite direction around the brake pedal pivot 3. The brake pedal surface 1 returns to its initial position, and the braking system returns to its initial state.

[0030] When adjusting the brake force distribution, loosen the locking nuts on both the left and right sides respectively, slide the brake pedal adjusting slider 7 on the corresponding side along the arc-shaped groove 10 to the desired position, and then tighten the locking nuts to fix it. By adjusting the position of the brake pedal adjusting slider 7 on the arc-shaped slide rail, the pedal lever ratio corresponding to each brake master cylinder can be steplessly adjusted within the range of 2.5:1 to 6:1. Since the left and right sides can be adjusted independently, the front and rear brake force distribution can be steplessly adjusted within the range of 6:2.5 to 2.5:6. Actual measurements show that within this adjustment range, the braking system can achieve a braking pressure of over 100 bar and over 150 bar, which is sufficient to meet the requirements for wheel lock-up. In multiple impact load tests exceeding 2000N, the brake pedal adjusting slide rail 8, brake pedal adjusting slider 7, and locking structure did not fail, indicating that the structure has excellent load-bearing capacity and reliability.

[0031] No balance bar is installed between the brake pedal bracket 2 and the two brake master cylinders. The two brake master cylinders independently receive the thrust from the brake pedal bracket 2. When either brake master cylinder or its connected hydraulic circuit depressurizes, because there is no mechanical coupling between the two brake master cylinders via a balance bar, the brake master cylinder on the failed side will not consume the pressure build-up stroke of the other brake master cylinder, and the other brake master cylinder can still build up pressure normally. This ensures that the vehicle still has effective braking capability, greatly improving the safety and redundancy of the braking system.

[0032] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A continuously variable brake force distribution pedal box suitable for FSAE racing cars, characterized in that: It includes a brake pedal surface, a brake pedal bracket, a first brake master cylinder, a second brake master cylinder, and a brake pedal base. The brake pedal bracket is rotatably mounted on the brake pedal base, and the brake pedal surface is disposed on the front side of the brake pedal bracket. The first brake master cylinder and the second brake master cylinder are arranged in parallel and located below the brake pedal surface. The top ends of the first brake master cylinder and the second brake master cylinder are hinged to the pedal bracket. The bottom ends of the first brake master cylinder and the second brake master cylinder are respectively connected to the brake pedal base through a transmission connection assembly. The transmission connection assembly is used to adjust the installation position of the corresponding brake master cylinder relative to the brake pedal base.

2. The continuously variable brake force distribution pedal box for FSAE racing cars according to claim 1, characterized in that: The bottom end of the brake pedal bracket is rotatably mounted on the brake pedal base via the brake pedal pivot.

3. A continuously variable brake force distribution pedal box suitable for FSAE racing cars according to claim 2, characterized in that: The transmission connection assembly includes two brake pedal adjusting slide rails and two brake pedal adjusting sliders. The two brake pedal adjusting slide rails are fixedly installed on the left and right sides of the brake pedal base. Each brake pedal adjusting slide rail is slidably engaged with the corresponding brake pedal adjusting slider. The bottom ends of the first brake master cylinder and the second brake master cylinder are respectively fixedly installed on the corresponding brake pedal adjusting sliders.

4. A continuously variable brake force distribution pedal box suitable for FSAE racing cars according to claim 3, characterized in that: Both brake pedal adjustment rails are arc-shaped rails, and the center of the two arc-shaped rails is located at the hinge point between the top of the first brake master cylinder and the second brake master cylinder and the brake pedal bracket. The radius of each arc-shaped rail is equal to the length between the two mounting hinge points of the corresponding side brake master cylinder.

5. A continuously variable brake force distribution pedal box suitable for FSAE racing cars according to claim 4, characterized in that: Each of the brake pedal adjusting slide rails has an arc-shaped groove along its length, and a bolt passes through the side of the brake pedal adjusting slider. The bolt passes through the arc-shaped groove and is screwed with a lock nut at its end. The bolt slides along the arc-shaped groove and the brake pedal adjusting slider is fixed at any position on the brake pedal adjusting slide rail by the locking nut, thereby changing the initial installation angle of the brake master cylinder and its lever arm relationship with the brake pedal bracket.

6. A continuously variable brake force distribution pedal box suitable for FSAE racing cars according to claim 5, characterized in that: The two brake pedal adjusting slide rails and their corresponding two brake pedal adjusting sliders are set independently, and the lever ratio of the brake master cylinders on both sides is independently and steplessly adjustable.

7. A continuously variable brake force distribution pedal box suitable for FSAE racing cars according to claim 6, characterized in that: The bottom of the brake pedal base is also provided with a brake pedal box slide rail, and the brake pedal base is mounted on the vehicle frame via the brake pedal box slide rail.

8. A continuously variable brake force distribution pedal box suitable for FSAE racing cars according to claim 7, characterized in that: By adjusting the position of the brake pedal adjusting slider on the arc-shaped slide rail, the pedal lever ratio can be steplessly adjusted within the range of 2.5:1 to 6:1, and the front and rear braking force distribution can be steplessly adjusted within the range of 6:2.5 to 2.5:6.

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