Pedal feeling simulation assembly, vehicle braking system and vehicle

Abstract

The utility model provides a pedal feeling simulation assembly, a vehicle braking system and a vehicle. The assembly comprises a brake master cylinder, a pedal feeling simulator, a pipeline assembly and a simulator control device. The brake master cylinder is connected with a brake pedal; the pedal feeling simulator comprises a shell, at least two pistons and at least two elastic parts, the shell comprises at least two cavities, one piston and one elastic part are correspondingly arranged in each cavity, the elastic coefficients of the elastic parts arranged in the different cavities are different, the pistons can reciprocate in the cavities in the preset direction, and the pistons are arranged in the cavities in the preset direction. The elastic component is connected between the inner wall of the cavity and the piston and is used for providing damping force pointing to the piston when the correspondingly connected piston extrudes the elastic component; the simulator control device is connected between the brake master cylinder and the pedal feeling simulator through a pipeline assembly and used for selectively communicating the brake master cylinder with the target cavity so that the brake master cylinder can respond to driving of the brake pedal to convey brake fluid into the target cavity.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle braking, in particular to a pedal feeling simulation assembly, a vehicle braking system and a vehicle. Background Art

[0002] In an electronically controlled hydraulic vehicle braking system, since there is no direct hydraulic or mechanical connection between the brake pedal and the wheel cylinder, the braking force of the wheel cylinder during braking cannot be fed back to the brake pedal for the driver to feel. Therefore, a pedal feel simulator is needed to simulate the brake pedal feel, that is, when the driver steps on the brake pedal, the pedal feel simulator provides a reverse damping force to the brake pedal so that the driver can feel the braking feel. However, for existing vehicle braking systems, most of their pedal feel simulators have the defect that the pedal feel cannot be adjusted, and cannot meet the different needs of different drivers for the brake pedal feel when driving a vehicle for braking operations. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model provides a pedal feel simulation assembly, a vehicle braking system and a vehicle, wherein the pedal feel simulation assembly can achieve the purpose of at least two adjustable pedal feels, thereby being able to meet the personalized needs of different drivers for different brake pedal feels.

[0004] In order to achieve the above-mentioned object, in a first aspect, the utility model provides a pedal feel simulation assembly, comprising:

[0005] The brake master cylinder is used to connect the brake pedal;

[0006] A pedal feel simulator, comprising a housing, at least two pistons and at least two elastic components, wherein the housing comprises at least two mutually isolated cavities, wherein a piston and an elastic component are disposed in each of the cavities, and wherein elastic coefficients of the elastic components disposed in different cavities of the housing are different, wherein the piston can reciprocate in a corresponding cavity along a preset direction, wherein the elastic component is connected between an inner wall of the cavity and the piston in the cavity, and wherein the elastic component is used to provide a damping force directed toward the piston when the correspondingly connected piston squeezes the elastic component; and

[0007] A pipeline assembly and a simulator control device, wherein the simulator control device is connected between the brake master cylinder and the pedal feel simulator through the pipeline assembly, and the simulator control device is used to selectively connect the brake master cylinder with a target cavity of the housing so that the brake master cylinder can deliver brake fluid to the target cavity in response to the drive of the brake pedal, thereby pushing the piston in the target cavity to move and squeezing the elastic component in the target cavity, wherein the target cavity is at least one cavity of the at least two cavities included in the housing.

[0008] In a second aspect, the utility model provides a vehicle braking system, including a wheel cylinder, a boost pressure building device, and a pedal feel simulation assembly as described in any of the above embodiments;

[0009] Wherein, the brake master cylinder and the boost pressure building device are respectively connected to the wheel cylinder, and the brake master cylinder and / or the boost pressure building device are used to transport brake fluid to the wheel cylinder.

[0010] In a third aspect, the utility model provides a vehicle, comprising the vehicle braking system as described above.

[0011] Compared with the prior art, the utility model has the following beneficial effects: in the pedal feel simulation assembly, vehicle braking system and vehicle provided by the utility model, by setting at least two cavities in the shell of the pedal feel simulator of the pedal feel simulation assembly, and setting elastic components with different elastic coefficients in different cavities, when the brake master cylinder is selectively connected to different cavities through the simulator control device, that is, when different single cavities or combinations of cavities are selected as target cavities, the brake fluid in the brake master cylinder can flow into different cavities of the pedal feel simulator, thereby providing different pedal feel feedback, thereby achieving the purpose of at least two adjustable pedal feels, thereby being able to meet the personalized needs of different drivers for different brake pedal feels.

[0012] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solution of the embodiments of the utility model, the drawings required for use in the implementation mode will be briefly introduced below. Obviously, the drawings described below are some implementation modes of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0014] Figure 1 It is a structural schematic diagram of a vehicle braking system provided by the first embodiment of the utility model.

[0015] Figure 2 It is a schematic diagram of a vehicle braking system provided in one embodiment of the utility model.

[0016] Figure 3 It is a schematic diagram of the vehicle braking system provided by the first embodiment of the utility model in another implementation manner.

[0017] Figure 4 It is a schematic diagram of a vehicle braking system provided in one implementation manner of the second embodiment of the utility model.

[0018] Figure 5 It is a schematic diagram of a vehicle braking system provided in another implementation manner according to the second embodiment of the utility model.

[0019] Figure 6 It is a schematic diagram of a vehicle braking system provided in the third embodiment of the utility model in one of its implementations.

[0020] Figure 7 It is a schematic diagram of a vehicle braking system provided in the third embodiment of the utility model in another implementation manner.

[0021] Figure 8 It is a schematic diagram of a vehicle braking system provided in the fourth embodiment of the utility model in one of its implementations.

[0022] Fig. 9 It is a schematic diagram of a vehicle braking system provided in the fourth embodiment of the utility model in another implementation manner.

[0023] Fig.10 It is a schematic diagram of a vehicle braking system provided in the fifth embodiment of the utility model in one of its implementations.

[0024] Fig.11 It is a schematic diagram of a vehicle braking system provided in the fifth embodiment of the utility model in another implementation manner.

[0025] Description of main reference numerals:

[0026] 100-Vehicle braking system; 1-Wheel cylinder; 2-Power boost pressure building device; 3-Pedal feel simulation assembly; 4-Brake pedal; 10-Brake master cylinder; 30-Pedal feel simulator; 40-Pipeline assembly; 50-Simulator control device; 60-Brake fluid storage device; 70-First control valve; 80-Second control valve; 90-Regulating valve group; 11-Master cylinder pressure sensor; 12-Diagnostic valve; 21-Motor; 22-Piston pump; 23-Angle sensor; 24-Current sensor; 25- Pump pressure sensor; 31-housing; 311-first cavity; 312-second cavity; 32-piston; 321-first piston; 322-second piston; 33-elastic component; 331-first elastic component; 332-second elastic component; 41-first pipeline; 411-confluence point; 42-second pipeline; 43-third pipeline; 401-displacement sensor; 51-first solenoid valve; 52-second solenoid valve; 53-reversing solenoid valve; 91-boosting valve; 92-pressure reducing valve. DETAILED DESCRIPTION

[0027] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0028] See also Figure 1 The first embodiment of the utility model provides a vehicle braking system 100, including a wheel cylinder 1, a boost pressure building device 2, a pedal feel simulation assembly 3 and a brake pedal 4, wherein the pedal feel simulation assembly 3 includes a brake master cylinder 10, a pedal feel simulator 30, a pipeline assembly 40 and a simulator control device 50. Figure 1 As shown, the brake master cylinder 10 and the boost pressure building device 2 are respectively connected to the wheel cylinder 1 .

[0029] It should be noted that, in the embodiment of the utility model, the vehicle braking system 100 can work in multiple (two or more) braking modes, and in different braking modes, the brake fluid is delivered to the wheel cylinder 1 through the brake master cylinder 10 and / or the booster pressure building device 2 to generate brake pressure to brake the wheel cylinder 1, thereby realizing the braking function of the vehicle in different braking modes. Specifically, the vehicle braking system 100 can deliver brake fluid to the wheel cylinder 1 through the booster pressure building device 2 to work in the first braking mode; the vehicle braking system 100 can also deliver brake fluid to the wheel cylinder 1 through the brake master cylinder 10 to work in the second braking mode; the vehicle braking system 100 can also deliver brake fluid to the wheel cylinder 1 through the brake master cylinder 10 and the booster pressure building device 2 to work in the third braking mode. That is, in an embodiment of the utility model, the master brake cylinder 10 and the power-assisted pressure-building device 2 can separately deliver brake fluid to the wheel cylinder 1, or jointly deliver brake fluid to the wheel cylinder 1, so as to meet the requirements of the vehicle braking system 100 in different braking modes, thereby reducing the risk of braking failure when the vehicle braking system 100 has only a single braking mode, and improving the braking safety of the entire vehicle system.

[0030] like Figure 1 As shown, in the embodiment of the utility model, the brake master cylinder 10 is used to connect the brake pedal 4; the pedal feel simulator 30 includes a housing 31, at least two pistons 32 and at least two elastic components 33, and the housing 31 includes at least two cavities (e.g. Figure 2 The first cavity 311 and the second cavity 312 are shown in the figure, and a piston 32 and an elastic component 33 are arranged in each of the cavities. The piston 32 can reciprocate in the corresponding cavity along a preset direction. The elastic component 33 is connected between the inner wall of the cavity and the piston 32 in the cavity. The elastic component 33 is used to provide a damping force directed to the piston 32 when the correspondingly connected piston 32 squeezes the elastic component 33; the simulator control device 50 is connected between the brake master cylinder 10 and the pedal feel simulator 30 through the pipeline assembly 40, and the simulator control device 50 (the specific structure will be described in detail later) is used to selectively connect the brake master cylinder 10 with the target cavity of the shell 31, so that the brake master cylinder 10 can respond to the drive of the brake pedal 4 and deliver the brake fluid to the target cavity, thereby pushing the piston 32 in the target cavity to move and squeeze the elastic component 33 in the target cavity. The preset direction of movement of the piston 32 is also the axial direction of the cavity in which it is located. The elastic component 33 can be, but is not limited to, a spring or a combination of multiple springs. The target cavity is at least one cavity among the at least two cavities included in the shell 31.

[0031] It can be understood that in the embodiment of the present utility model, the elastic component 33 provides a damping force directed to the piston 32 when the corresponding connected piston 32 squeezes the elastic component 33. The damping force can apply a reflux pressure to the brake fluid delivered by the brake master cylinder 10 to the cavity where the elastic component 33 is located, and then can provide a pedaling resistance with a depth gain for the brake pedal 4 driving the brake master cylinder 10, thereby giving the driver pedal feel feedback.

[0032] It should be emphasized that, in an embodiment of the present utility model, the elastic coefficients of the elastic component 33 arranged in different cavities of the at least two cavities included in the shell 31 are different. In this way, when the simulator control device 50 selectively connects the brake master cylinder 10 with different cavities of the shell 31, so that the brake master cylinder 10 transports the brake fluid to different cavities to push the piston 32 in different cavities to move and squeeze the elastic component 33 in the cavity, the elastic component 33 in different cavities will provide damping forces of different sizes directed to the piston 32, thereby bringing different pedal feel feedback to the driver. In other words, in the vehicle braking system 100 provided by the present invention, by setting at least two cavities in the shell 31 of the pedal feel simulator 30 of the pedal feel simulation assembly 3, and setting elastic components 33 with different elastic coefficients in different cavities, when the brake master cylinder 10 is selectively connected to different cavities through the simulator control device 50, that is, when different single cavities or combinations of cavities are selected as the target cavity, the brake fluid in the brake master cylinder 10 can flow into different cavities of the pedal feel simulator 30, thereby providing different pedal feel feedback, achieving the purpose of at least two adjustable pedal feels, thereby being able to meet the personalized needs of different drivers for different brake pedal feels.

[0033] like Figure 1As shown, in some embodiments of the present invention, the pedal feel simulation assembly 3 preferably also includes a brake fluid storage device 60 (not limited to an oil pot), which is used to store brake fluid and is respectively connected to the brake master cylinder 10 and each of the cavities of the housing 31. The brake fluid storage device 60 is used to deliver brake fluid to the brake master cylinder 10, and is also used to recover the brake fluid flowing out of the cavity when the piston 32 in each cavity squeezes the corresponding elastic component 33. It can be understood that in the existing vehicle braking system, the brake master cylinder, the pedal feel simulator and the brake fluid storage device are generally independent components, and multiple operations are required during installation and removal, which is time-consuming and laborious. In the vehicle braking system 100 provided in the embodiment of the present invention, the pedal feel simulation assembly 3 integrates the brake master cylinder 10, the pedal feel simulator 30 and the brake fluid storage device 60 into one, which can be quickly installed and removed as a whole. Among them, preferably, in an embodiment of the utility model, when the pedal feel simulation assembly 3 is installed on the body of the vehicle (such as the front tail plate), the pedal feel simulator 30 is installed on the body in a detachable manner such as threaded connection, snap connection, etc. Compared with the existing fixed installation methods such as riveting, the pedal feel simulator 30 is detachably installed, which is convenient for replacement and maintenance.

[0034] In the embodiment of the utility model, the number of cavities of the housing 31 can be two, three or more than three, and the number of the pistons 32 and the elastic components 33 can also be two, three or more than three, which is the same as the number of the cavities. Figures 1 to 3 In some embodiments of the utility model, the housing 31 includes a first cavity 311 and a second cavity 312, and the pedal feel simulator 30 includes a first piston 321, a second piston 322, a first elastic component 331 and a second elastic component 332, wherein the first piston 321 and the first elastic component 331 are correspondingly arranged in the first cavity 311, and the second piston 322 and the second elastic component 332 are correspondingly arranged in the second cavity 312, wherein the elastic coefficient of the first elastic component 331 is greater than the elastic coefficient of the second elastic component 332. The simulator control device 50 includes at least one solenoid valve, and the at least one solenoid valve is used to selectively connect the brake master cylinder 10 with the first cavity 311 and / or the second cavity 312, so as to realize at least two adjustable pedal feelings.

[0035] Of course, in other embodiments of the utility model, the shell 31 can be provided with three or more cavities, each of the cavities is correspondingly provided with a piston 32 and an elastic component 33, and the elastic coefficients of the elastic components 33 in different cavities are different, so that at least three types of adjustable pedal feel can be achieved.

[0036] It is easy to understand that in the embodiment of the present utility model, the pipeline assembly 40 can adopt different pipeline combinations, and the simulator control device 50 can adopt a single solenoid valve or a combination of at least two solenoid valves, and the two can cooperate to achieve the purpose of selectively connecting the brake master cylinder 10 with different cavities of the housing 31. Figure 1 To Attachment Fig.11 , and taking the shell 31 including two cavities (namely the aforementioned first cavity 311 and the second cavity 312) as an example, the specific structure of the vehicle braking system 100 and the pedal feel simulation assembly 3 thereof provided in the embodiment of the utility model is further described in detail.

[0037] Please combine Figure 2 and Figure 3 , Figure 2 is a schematic diagram of a vehicle braking system 100 provided in a first embodiment of the present utility model in one of its implementations, Figure 3 It is a schematic diagram of the vehicle braking system 100 provided in the first embodiment of the utility model in another implementation manner, wherein, in order to simplify the schematic diagram, components such as the brake master cylinder 10 and the brake pedal 4 in the vehicle braking system 100 are exemplified by the first assembly ZC-1, and the wheel cylinder 1, the power-assisted pressure-building device 2 and the corresponding adjustment components in the vehicle braking system 100 are exemplified by the second assembly ZC-2.

[0038] like Figure 2 and Figure 3 As shown, in the first embodiment of the utility model, the pipeline assembly 40 includes a first pipeline 41 and a second pipeline 42, and the simulator control device 50 includes a first solenoid valve 51, and the first solenoid valve 51 has an open state and a closed state. The first pipeline 41 is connected to the first cavity 311 and the brake master cylinder 10 (see Figure 1 ), the second pipeline 42 is connected between the second cavity 312 and the confluence point 411, the confluence point 411 is located on the first pipeline 41, and the first solenoid valve 51 is arranged on the second pipeline 42. Of course, in other embodiments, the second pipeline 42 can also be directly connected between the brake master cylinder 10 and the second cavity 312. The first solenoid valve 51 is not limited to a two-position, two-way normally closed solenoid valve.

[0039] exist Figure 2 and Figure 3 In the first embodiment shown in FIG. 1 , when the first solenoid valve 51 is in an open state, the driver presses the brake pedal 4 (see FIG. Figure 1 ), the brake fluid in the brake master cylinder 10 can be driven to flow into the first cavity 311 and the second cavity 312. Since the elastic coefficient of the first elastic component 331 in the first cavity 311 is greater than the elastic coefficient of the second elastic component 332 in the second cavity 312, in the first half of the pedal stroke, the first piston 321 in the first cavity 311 does not move, but the second piston 322 in the second cavity 312 moves to squeeze the second elastic component 332, and then the second elastic component 332 generates a damping force to provide the driver with a pedal feel. In the second half of the stroke, after the stroke of the second piston 322 reaches the limit, the first piston 321 moves to squeeze the first elastic component 331, and then the first elastic component 331 generates a damping force to provide the driver with a pedal feel; accordingly, when the first solenoid valve 51 is in a closed state, after the driver steps on the brake pedal 4, the brake fluid in the brake master cylinder 10 only flows into the first cavity 311, which will push the first piston 321 to move and squeeze the first elastic component 331, and then the first elastic component 331 generates a damping force to provide the driver with a pedal feel. It can be understood that in this embodiment, the elastic coefficient of the first elastic component 331 is greater than the elastic coefficient of the second elastic component 332. Therefore, compared with the deformation and damping force generated when the second elastic component 332 is squeezed, the deformation of the first elastic component 331 is smaller and can provide a larger damping force. In other words, when the damping force is generated by the first elastic component 331 to provide the driver with a pedal feel, the driver needs to use a larger brake pedal force and needs to step on a smaller pedal depth (that is, the pedal stroke is small).

[0040] It should be noted that, in the first embodiment of the utility model, when the vehicle braking system 100 delivers brake fluid to the wheel cylinder 1 through the brake master cylinder 10 to achieve braking, although the first cavity 311 is always connected to the brake master cylinder 10, the damping force generated by the first elastic component 331 is relatively large, and after the driver steps on the brake pedal 4, the pedal depth is relatively small, so only a small amount of brake fluid will flow into the first cavity 311, thereby ensuring that there is still enough brake fluid flowing into the wheel cylinder 1 to achieve the purpose of braking.

[0041] Preferably, in some embodiments of the utility model, the volumes of at least two cavities included in the shell 31 are different from each other, and the elastic component 33 with a larger elastic coefficient is arranged in the cavity with a smaller volume, and / or the diameters of the at least two cavities are the same. It is not difficult to understand that by setting the volumes of different cavities of the shell 31 to be different, and setting the elastic component 33 with a larger elastic coefficient in the cavity with a smaller volume, when a larger damping force is generated by the elastic component 33 with a larger elastic coefficient to provide the driver with a pedal feel, the volume of the cavity where the elastic component 33 is located is smaller, so that the brake master cylinder 10 delivers less brake fluid to the cavity, which is more conducive to ensuring that enough brake fluid flows into the wheel cylinder 1 to achieve braking; and by setting the diameters of different cavities of the shell 31 to be the same, not only is processing convenient, but also the pedal feel simulator 30 can use pistons 32 with the same diameter. Each piston 32 does not need to distinguish the diameter size and can be directly installed in any of the cavities, thereby improving the installation efficiency of the piston 32. Figure 2 and Figure 3 In the first embodiment shown, the diameters of the first cavity 311 and the second cavity 312 are the same, and the volume of the first cavity 311 is smaller than that of the second cavity 312 .

[0042] Optionally, in the first embodiment of the present invention, the first cavity 311 and the second cavity 312 may be arranged in a variety of ways. Figure 2 As shown, in one embodiment, the first cavity 311 and the second cavity 312 are spaced apart along the first direction, and the axis of the first cavity 311 and the axis of the second cavity 312 both extend along the second direction, the first direction and the second direction are perpendicular to each other, and the second direction is the same as the movement direction of the piston 32 (i.e., the preset direction), that is, the first cavity 311 and the second cavity 312 can be arranged side by side. Figure 3 As shown, in another embodiment, the first cavity 311 and the second cavity 312 are spaced apart along the preset direction, and the axis of the first cavity 311 and the axis of the second cavity 312 both extend along the preset direction, and the axis of the first cavity 311 and the axis of the second cavity 312 coincide with each other, that is, the first cavity 311 and the second cavity 312 can be coaxially arranged. Of course, in other embodiments, the axis of the first cavity 311 and the axis of the second cavity 312 can be parallel to each other but do not coincide, and this is not limited.

[0043] Please refer again Figure 1Optionally, in the embodiment of the present invention, the number of the wheel cylinders 1 may be two or more than two other reasonable numbers, which is not limited. Figure 1 As shown, in the first embodiment of the utility model, the number of the wheel cylinders 1 is four, and the four wheel cylinders 1 include two first wheel cylinders located at the front wheel end of the vehicle and two second wheel cylinders located at the rear wheel end of the vehicle, the two first wheel cylinders are specifically the left front wheel cylinder FL and the right front wheel cylinder FR, and the two second wheel cylinders are specifically the left rear wheel cylinder RL and the right rear wheel cylinder RR; wherein, optionally, the four wheel cylinders 1 can be each wheel cylinder 1 connected to the brake master cylinder 10 and the power-assisted pressure-building device 2 through an independent pipeline, or some wheel cylinders 1 can share a pipeline connected to the brake master cylinder 10 and the power-assisted pressure-building device 2, and another part of the wheel cylinders 1 can be connected to the brake master cylinder 10 and the power-assisted pressure-building device 2 through independent oil circuits. Figure 1 In the first embodiment shown, preferably, two of the four wheel cylinders 1 share a pipeline connected to the brake master cylinder 10 and the boost pressure building device 2, which can simplify the pipeline design of the vehicle braking system 100 and reduce costs; further preferably, one of the first wheel cylinders located at the front wheel end of the vehicle and one of the second wheel cylinders located at the rear wheel end of the vehicle share a pipeline, and another first wheel cylinder located at the front wheel end of the vehicle and another second wheel cylinder located at the rear wheel end of the vehicle share a pipeline. This design can avoid the problem that when two first wheel cylinders or two second wheel cylinders share a pipeline, the pipeline fails and the two wheel cylinders at the same wheel end cannot brake, which helps to improve the braking safety of the vehicle braking system 100. Specifically, in Figure 1 In the first embodiment shown, the left front wheel cylinder FL and the right rear wheel cylinder RR share a pipeline connecting the brake master cylinder 10 and the boost pressure building device 2, while the left rear wheel cylinder RL and the right front wheel cylinder FR share a pipeline connecting the brake master cylinder 10 and the boost pressure building device 2.

[0044] It should be noted that, in the embodiment of the present utility model, similar to the pressure building device in the existing vehicle braking system, the boost pressure building device 2 includes a motor 21, a piston pump 22 connected to the motor 21, an angle sensor 23 and a current sensor 24 electrically connected to the motor 21, and a pump pressure sensor 25 arranged at the output end of the piston pump 22. The output end of the piston pump 22 is connected to the corresponding wheel cylinder 1 through a pipeline. The motor 21 is used to drive the piston pump 22 to work so as to deliver the brake fluid stored in the piston pump 22 to the wheel cylinder 1. The angle sensor 23 and the current sensor 24 are respectively used to measure the rotation angle and current of the motor 21 when it is working. The pump pressure sensor 25 is used to measure the pressure of the brake fluid output by the piston pump 22. In addition, in the embodiment of the present utility model, the brake master cylinder 10 can adopt the brake master cylinder in the prior art, such as Figure 1 As shown, the master cylinder 10 includes a cylinder body, a pair of master cylinder pistons arranged at intervals in the cylinder body, and a pair of springs arranged at intervals in the cylinder body, one of the springs is arranged between the inner wall of the cylinder body and one of the master cylinder pistons, and the other spring is arranged between the pair of master cylinder pistons, so that a first inner cavity and a second inner cavity isolated from each other are formed in the master cylinder 10, and the first inner cavity and the second inner cavity are arranged at intervals along the movement direction of the master cylinder piston of the master cylinder 10, and one of the master cylinder pistons close to the brake pedal 4 is connected to the brake pedal 4. Under the drive of the brake pedal 4, the master cylinder piston moves in the cylinder body to compress the first inner cavity and the second inner cavity, so as to transport the brake fluid in the first inner cavity and the second inner cavity out. Among them, the piston pump 22 of the booster pressure building device 2, the first inner cavity and the second inner cavity of the master cylinder 10 are respectively connected to the aforementioned brake fluid storage device 60, so as to receive the brake fluid transported by the brake fluid storage device 60.

[0045] like Figure 1As shown, in the first embodiment of the utility model, the end of the master brake cylinder 10 used to communicate with the corresponding wheel cylinder 1 and the end of the boost pressure building device 2 used to communicate with the wheel cylinder 1 (i.e., the output end of the piston pump 22) converge at a connection point A, and the vehicle braking system 100 further includes a first control valve 70 connected between the output end of the master brake cylinder 10 and the connection point A. The first control valve 70 has an open state and a closed state; when the first control valve 70 is in an open state, the output end of the master brake cylinder 10 is connected to the connection point A, so that the brake fluid delivered by the master brake cylinder 10 can flow to the wheel cylinder 1 through the first control valve 70; when the first control valve 70 is in a closed state, the output end of the master brake cylinder 10 is disconnected from the connection point A, so that the brake fluid delivered by the master brake cylinder 10 cannot flow to the wheel cylinder 1 through the first control valve 70. In this embodiment, when the vehicle braking system 100 delivers brake fluid to the corresponding wheel cylinder 1 through the power-assisted pressure-building device 2 in the aforementioned first braking mode, by controlling the first control valve 70 to be in a closed state to cut off the passage between the brake master cylinder 10 and the wheel cylinder 1, it can be prevented that the driver steps on the brake pedal 4 to drive the brake master cylinder 10 to deliver brake fluid to the wheel cylinder 1, thereby ensuring that the vehicle braking system 100 achieves normal braking function in the first braking mode and improves braking safety.

[0046] Further, such as Figure 1 As shown, in the first embodiment of the utility model, the vehicle brake system 100 further includes a second control valve 80 connected between the output end of the piston pump 22 of the boost pressure building device 2 and the connection point A. The second control valve 80 has an open state and a closed state; when the second control valve 80 is in the open state, the output end of the piston pump 22 is connected to the connection point A, so that the brake fluid delivered by the boost pressure building device 2 can flow to the corresponding connected wheel cylinder 1 through the second control valve 80; when the second control valve 80 is in the closed state, the output end of the piston pump 22 is disconnected from the connection point A, so that the brake fluid delivered by the boost pressure building device 2 cannot flow to the wheel cylinder 1 through the second control valve 80. In this embodiment, when the vehicle braking system 100 delivers brake fluid to the wheel cylinder 1 through the brake master cylinder 10 in the aforementioned second braking mode, by controlling the second control valve 80 to be in a closed state to cut off the passage between the wheel cylinder 1 and the power-assisted pressure building device 2, it can be prevented that the motor 21 of the power-assisted pressure building device 2 drives the piston pump 22 to deliver brake fluid to the wheel cylinder 1 in the event of a loss of control, thereby ensuring that the vehicle braking system 100 achieves normal braking function in the second braking mode and improving braking safety.

[0047] Of course, in other embodiments, the vehicle braking system 100 may not be provided with the second control valve 80 , which is not limited thereto.

[0048] In the embodiment of the present utility model, both the first control valve 70 and the second control valve 80 can be two-position two-way solenoid valves, which will not be described in detail.

[0049] For further information, please refer again to Figure 1 In the first embodiment of the utility model, the vehicle brake system 100 further includes a regulating valve group 90. The brake fluid delivered by the brake master cylinder 10 and the booster pressure building device 2 is delivered to the corresponding connected wheel cylinder 1 through the regulating valve group 90. The regulating valve group 90 is used to adjust the pressure of the brake fluid passing through the regulating valve group 90, thereby adjusting the pressure of the brake fluid delivered to the wheel cylinder 1. It should be noted that in the embodiment of the utility model, the number of the regulating valve groups 90 is the same as the number of the wheel cylinders 1, and each wheel cylinder 1 is correspondingly provided with a regulating valve group 90, so that the pressure of the brake fluid delivered to each wheel cylinder 1 can be adjusted.

[0050] Specifically, Figure 1 As shown, the regulating valve group 90 includes a boosting valve 91 and a reducing valve 92. The input end of the boosting valve 91 is connected to the aforementioned connecting point A. The brake fluid delivered by the brake master cylinder 10 and the boost pressure building device 2 is delivered to the input end of the boosting valve 91. The output end of the boosting valve 91 is respectively connected to the input end of the reducing valve 92 and the corresponding wheel cylinder 1. The output end of the reducing valve 92 is connected to the aforementioned brake fluid storage device 60. The boosting valve 91 and the reducing valve 92 are both two-position two-way solenoid valves with an open state and a closed state. When the boosting valve 91 is in an open state and the reducing valve 92 is in a closed state, the wheel cylinder 1 is boosted. When the boosting valve 91 and the reducing valve 92 are both in a closed state, the wheel cylinder 1 is maintained. When the boosting valve 91 is in a closed state and the reducing valve 92 is in an open state, the wheel cylinder 1 is depressurized. In other words, by controlling the power supply of the boost valve 91 and the pressure reducing valve 92, the pressure of the brake fluid delivered to the wheel cylinder 1 can be adjusted, thereby making the control of the ABS of the vehicle more convenient, reliable and accurate. The specific working principles of the boost valve 91 and the pressure reducing valve 92 are the same as those of the existing boost valve and pressure reducing valve, respectively, and will not be described in detail.

[0051] Please refer again Figure 1In the first embodiment of the utility model, the vehicle brake system 100 further includes a master cylinder pressure sensor 11, a diagnostic valve 12 and a displacement sensor 401, wherein the master cylinder pressure sensor 11 is used to detect the pressure of the brake fluid delivered by the brake master cylinder 10, the diagnostic valve 12 is connected between the brake master cylinder 10 and the brake fluid storage device 60, and the displacement sensor 401 is used to detect the displacement of the master cylinder piston of the brake master cylinder 10. The displacement sensor 401 and the brake pedal 4 together constitute a brake operating mechanism, and the displacement sensor 401 can simultaneously detect the speed and depth of the brake pedal 4, or the displacement sensor 401 can only detect the depth of the brake pedal 4. The master cylinder pressure sensor 11, the diagnostic valve 12 and the displacement sensor 401 can respectively adopt the master cylinder pressure sensor, the diagnostic valve and the displacement sensor of the prior art, and their specific structures and working principles are not described in detail here.

[0052] See also Figure 4 and Figure 5 The vehicle braking system 100 provided in the second embodiment of the utility model has a structure that is basically the same as the vehicle braking system 100 in the first embodiment, except that: in the second embodiment of the utility model, the simulator control device 50 also includes a second solenoid valve 52 arranged on the first pipeline 41, and the second solenoid valve 52 is located between the confluence point 411 and the brake master cylinder 10.

[0053] Among them, like the first solenoid valve 51, the second solenoid valve 52 has an open state and a closed state. When the second solenoid valve 52 is in a closed state, the brake fluid in the brake master cylinder 10 cannot flow into any cavity of the housing 31; when the second solenoid valve 52 is in an open state and the first solenoid valve 51 is in a closed state, after the driver steps on the brake pedal 4, the brake fluid in the brake master cylinder 10 only flows into the first cavity 311, which will push the first piston 321 to move and squeeze the first elastic component 331, and then the first elastic component 331 generates a damping force to provide the driver with a pedal feel; when the second solenoid valve 52 is in an open state and the first solenoid valve 51 is in an open state, after the driver steps on the brake pedal 4, the brake fluid in the brake master cylinder 10 flows into the first cavity 311 and the second cavity 312. Since the elastic coefficient of the first elastic component 331 in the first cavity 311 is greater than the elastic coefficient of the second elastic component 332 in the second cavity 312, in the first half of the pedal stroke, the first piston 321 in the first cavity 311 will not move, but the second piston 322 in the second cavity 312 moves to squeeze the second elastic component 332, and then the second elastic component 332 generates a damping force to provide the driver with a pedal feel. In the second half of the pedal stroke, after the stroke of the second piston 322 reaches its limit, the first piston 321 moves to squeeze the first elastic component 331, and then the first elastic component 331 generates a damping force to provide the driver with a pedal feel.

[0054] In the second embodiment of the utility model, by adding the second solenoid valve 52 between the brake master cylinder 10 and the confluence point 411, when the vehicle braking system 100 delivers brake fluid to the wheel cylinder 1 through the brake master cylinder 10 to achieve braking, the second solenoid valve 52 is controlled to be in a closed state, thereby cutting off the flow path between the brake master cylinder 10 and the pedal feel simulator 30, so that the brake fluid in the brake master cylinder 10 cannot flow into the pedal feel simulator 30. After the driver steps on the brake pedal 4, the brake fluid in the brake master cylinder 10 all flows into the corresponding connected wheel cylinder 1, which can avoid insufficient brake fluid, ensure the braking of the wheel cylinder 1, and help provide braking safety.

[0055] The same as the first embodiment is that Figure 4 and Figure 5 As shown, in the second embodiment of the present invention, the first cavity 311 and the second cavity 312 may also adopt a variety of configuration schemes. Figure 4 As shown, the first cavity 311 and the second cavity 312 can be arranged side by side; Figure 5As shown, the first cavity 311 and the second cavity 312 can also be coaxially arranged. Of course, in other embodiments, the axis of the first cavity 311 and the axis of the second cavity 312 can be parallel to each other but not coincident. For a more detailed description, please refer to the relevant description in the first embodiment, which will not be repeated here.

[0056] See also Figure 6 and Figure 7 The vehicle braking system 100 provided in the third embodiment of the utility model has a structure that is basically the same as the vehicle braking system 100 in the first embodiment, except that: in the third embodiment of the utility model, the simulator control device 50 also includes a second solenoid valve 52 arranged on the first pipeline 41, and the second solenoid valve 52 is located between the confluence point 411 and the first cavity 311.

[0057] Among them, like the first solenoid valve 51, the second solenoid valve 52 has an open state and a closed state. When the second solenoid valve 52 is in the open state and the first solenoid valve 51 is in the closed state, after the driver steps on the brake pedal 4, the brake fluid of the brake master cylinder 10 only flows into the first cavity 311, which will push the first piston 321 to move and squeeze the first elastic component 331, and then the first elastic component 331 generates a damping force to provide the driver with a pedal feel; when the second solenoid valve 52 is in the closed state and the first solenoid valve 51 is in the open state, after the driver steps on the brake pedal 4, the brake fluid of the brake master cylinder 10 only flows into the second cavity 312, which will push the second piston 322 to move and squeeze the second elastic component 332, and then the second elastic component 332 generates a damping force to provide the driver with a pedal feel; when both the first solenoid valve 51 and the second solenoid valve 52 are in the open state, After the driver steps on the brake pedal 4, the brake fluid of the brake master cylinder 10 flows into the first cavity 311 and the second cavity 312. Since the elastic coefficient of the first elastic component 331 in the first cavity 311 is greater than the elastic coefficient of the second elastic component 332 in the second cavity 312, in the first half of the pedal stroke, the first piston 321 in the first cavity 311 does not move, but the second piston 322 in the second cavity 312 moves to squeeze the second elastic component 332, and then the second elastic component 332 generates a damping force to provide the driver with a pedal feel. In the second half of the pedal stroke, after the stroke of the second piston 322 reaches its limit, the first piston 321 moves to squeeze the first elastic component 331, and then the first elastic component 331 generates a damping force to provide the driver with a pedal feel.

[0058] In the third embodiment of the utility model, by adding the second solenoid valve 52 between the first cavity 311 and the confluence point 411, when the vehicle braking system 100 delivers brake fluid to the wheel cylinder 1 through the brake master cylinder 10 to achieve braking, by controlling the first solenoid valve 51 and the second solenoid valve 52 to be in a closed state, the flow path between the brake master cylinder 10 and the pedal feel simulator 30 is cut off, so that the brake fluid in the brake master cylinder 10 cannot flow into the pedal feel simulator 30. After the driver steps on the brake pedal 4, the brake fluid in the brake master cylinder 10 all flows into the corresponding connected wheel cylinder 1, which can avoid insufficient brake fluid, ensure the braking of the wheel cylinder 1, and help provide braking safety.

[0059] The same as the first embodiment is that Figure 6 and Figure 7 As shown, in the third embodiment of the present utility model, the first cavity 311 and the second cavity 312 may also adopt a variety of configuration schemes. Figure 6 As shown, the first cavity 311 and the second cavity 312 can be arranged side by side; Figure 7 As shown, the first cavity 311 and the second cavity 312 can also be coaxially arranged. Of course, in other embodiments, the axis of the first cavity 311 and the axis of the second cavity 312 can be parallel to each other but not coincident. For a more detailed description, please refer to the relevant description in the first embodiment, which will not be repeated here.

[0060] It can be understood that in other embodiments of the present invention, when the second pipeline 42 is directly connected between the second cavity 312 and the brake master cylinder 10, that is, when the first cavity 311 and the second cavity 312 are connected to the brake master cylinder 10 through different pipelines respectively, the second solenoid valve 52 is arranged on the second pipeline 42, which can achieve the same effect as in the third embodiment, and no further details are given.

[0061] See also Figure 8 and Fig. 9 The vehicle brake system 100 provided in the fourth embodiment of the present utility model has a substantially same structure as the vehicle brake system 100 in the first embodiment, except that: in the fourth embodiment of the present utility model, the pipeline assembly 40 includes a first pipeline 41, a second pipeline 42 and a third pipeline 43, and the simulator control device 50 includes a reversing solenoid valve 53, the reversing solenoid valve 53 has a liquid inlet and two liquid outlets, and the reversing solenoid valve 53 has a first working position and a second working position. The reversing solenoid valve 53 can be a two-position three-way solenoid valve.

[0062] Among them, Figure 8 and Fig. 9 As shown, the first pipeline 41 is connected between the brake master cylinder 10 and the fluid inlet of the reversing solenoid valve 53, the second pipeline 42 is connected between the first cavity 311 and one of the fluid outlets of the reversing solenoid valve 53, and the third pipeline 43 is connected between the second cavity 312 and the other fluid outlet of the reversing solenoid valve 53. Thus, in this embodiment, when the reversing solenoid valve 53 works in the first working position, the fluid inlet of the reversing solenoid valve 53 is connected with one of the fluid outlets of the reversing solenoid valve 53, so that the master cylinder 10 is connected with the first cavity 311. After the driver steps on the brake pedal 4, the brake fluid in the master cylinder 10 only flows into the first cavity 311, which will push the first piston 321 to move and squeeze the first elastic component 331, and then the first elastic component 331 generates a damping force to provide the driver with a pedal feel; when the reversing solenoid valve 53 works in the second working position, the fluid inlet of the reversing solenoid valve 53 is connected with another fluid outlet of the reversing solenoid valve 53, so that the master cylinder 10 is connected with the second cavity 312. After the driver steps on the brake pedal 4, the brake fluid in the master cylinder 10 only flows into the second cavity 312, which will push the second piston 322 to move and squeeze the second elastic component 332, and then the second elastic component 332 generates a damping force to provide the driver with a pedal feel.

[0063] It should be noted that, in the fourth embodiment of the present utility model, when the vehicle braking system 100 delivers brake fluid to the wheel cylinder 1 through the brake master cylinder 10 to achieve braking, the reversing solenoid valve 53 is controlled to be in the first working position, so that the brake master cylinder 10 is connected to the first cavity 311 instead of the second cavity 312. Since the damping force generated by the first elastic component 331 is large, after the driver steps on the brake pedal 4, the pedal depth is small, so only a small amount of brake fluid will flow into the first cavity 311, thereby ensuring that there is still enough brake fluid flowing into the wheel cylinder 1 to achieve the purpose of braking.

[0064] The same as the first embodiment is that Figure 8 and Fig. 9 As shown, in the fourth embodiment of the present utility model, the first cavity 311 and the second cavity 312 may also adopt a variety of configuration schemes. Figure 8 As shown, the first cavity 311 and the second cavity 312 can be arranged side by side; Fig. 9As shown, the first cavity 311 and the second cavity 312 can also be coaxially arranged. Of course, in other embodiments, the axis of the first cavity 311 and the axis of the second cavity 312 can be parallel to each other but not coincident. For a more detailed description, please refer to the relevant description in the first embodiment, which will not be repeated here.

[0065] See also Fig.10 and Fig.11 The vehicle braking system 100 provided in the fifth embodiment of the utility model has a structure that is basically the same as the vehicle braking system 100 in the fourth embodiment, except that: in the fifth embodiment of the utility model, the simulator control device 50 also includes a first solenoid valve 51 arranged on the first pipeline 41, and the first solenoid valve 51 has an open state and a closed state.

[0066] In the fifth embodiment of the present utility model, when the first solenoid valve 51 is in a closed state, no matter which working position the reversing solenoid valve 53 is in, the brake fluid in the master cylinder 10 cannot flow into any cavity of the housing 31; when the first solenoid valve 51 is in an open state and the reversing solenoid valve 53 is working in the first working position, the master cylinder 10 is connected to the first cavity 311, and after the driver steps on the brake pedal 4, the brake fluid in the master cylinder 10 only flows into the first cavity 311, which will push the first piston 321 to move and squeeze the first cavity 311. The first elastic component 331 is connected to the first solenoid valve 51, and the first elastic component 331 generates a damping force to provide the driver with a pedal feel; when the first solenoid valve 51 is in an open state and the reversing solenoid valve 53 works in the second working position, the brake master cylinder 10 is connected to the second cavity 312. After the driver steps on the brake pedal 4, the brake fluid of the brake master cylinder 10 only flows into the second cavity 312, which will push the second piston 322 to move and squeeze the second elastic component 332, and the second elastic component 332 generates a damping force to provide the driver with a pedal feel.

[0067] In the fifth embodiment of the utility model, by adding the first solenoid valve 51 between the brake master cylinder 10 and the reversing solenoid valve 53, when the vehicle braking system 100 delivers brake fluid to the wheel cylinder 1 through the brake master cylinder 10 to achieve braking, by controlling the first solenoid valve 51 to be in a closed state, the flow path between the brake master cylinder 10 and the pedal feel simulator 30 is cut off, so that the brake fluid in the brake master cylinder 10 cannot flow into the pedal feel simulator 30. After the driver steps on the brake pedal 4, the brake fluid in the brake master cylinder 10 all flows into the corresponding connected wheel cylinder 1, which can avoid insufficient brake fluid, ensure the braking of the wheel cylinder 1, and help provide braking safety.

[0068] The same as the first embodiment is that Fig.10 and Fig.11 As shown, in the fifth embodiment of the present utility model, the first cavity 311 and the second cavity 312 may also adopt a variety of configuration schemes. Fig.10 As shown, the first cavity 311 and the second cavity 312 can be arranged side by side; Fig.11 As shown, the first cavity 311 and the second cavity 312 can also be coaxially arranged. Of course, in other embodiments, the axis of the first cavity 311 and the axis of the second cavity 312 can be parallel to each other but not coincident. For a more detailed description, please refer to the relevant description in the first embodiment, which will not be repeated here.

[0069] It should be noted that in any of the above embodiments of the present invention, each control valve, sensor, motor and other components in the vehicle braking system 100 are electrically connected to the vehicle control unit, and the control unit is used to control the aforementioned control valves and motors and other components to operate so that the vehicle braking system 100 works in the corresponding braking mode. Among them, the control unit can be but is not limited to the vehicle controller of the existing vehicle, or a braking system controller independent of the vehicle controller, and the specific structure and working principle are not described in detail here.

[0070] Furthermore, an embodiment of the utility model further provides a vehicle, including a vehicle braking system, wherein the vehicle braking system can adopt the vehicle braking system 100 in any of the above embodiments, and thus at least has all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0071] In the description of the present invention, the description with reference to the terms "embodiment", "specific embodiment", "example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0072] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A pedal feel simulation assembly, characterized in that: include: The brake master cylinder is used to connect the brake pedal; A pedal feel simulator, comprising a housing, at least two pistons and at least two elastic components, wherein the housing comprises at least two mutually isolated cavities, wherein a piston and an elastic component are disposed in each of the cavities, and wherein elastic coefficients of the elastic components disposed in different cavities of the housing are different, wherein the piston can reciprocate in a corresponding cavity along a preset direction, wherein the elastic component is connected between an inner wall of the cavity and the piston in the cavity, and wherein the elastic component is used to provide a damping force directed toward the piston when the correspondingly connected piston squeezes the elastic component; and A pipeline assembly and a simulator control device, wherein the simulator control device is connected between the brake master cylinder and the pedal feel simulator through the pipeline assembly, and the simulator control device is used to selectively connect the brake master cylinder with a target cavity of the housing so that the brake master cylinder can deliver brake fluid to the target cavity in response to the drive of the brake pedal, thereby pushing the piston in the target cavity to move and squeezing the elastic component in the target cavity, wherein the target cavity is at least one cavity of the at least two cavities included in the housing.

2. The pedal feel simulation assembly according to claim 1, characterized in that: The housing comprises a first cavity and a second cavity, the pedal feel simulator comprises a first piston, a second piston, a first elastic component and a second elastic component, the first piston and the first elastic component are correspondingly arranged in the first cavity, the second piston and the second elastic component are correspondingly arranged in the second cavity, and the elastic coefficient of the first elastic component is greater than the elastic coefficient of the second elastic component; The simulator control device includes at least one solenoid valve, and the at least one solenoid valve is used to selectively connect the brake master cylinder to the first chamber and / or the second chamber.

3. The pedal feel simulation assembly according to claim 2, characterized in that: The pipeline assembly includes a first pipeline and a second pipeline, and the simulator control device includes a first solenoid valve, and the first solenoid valve has an open state and a closed state; Among them, the first pipeline is connected between the first cavity and the brake master cylinder, the second pipeline is connected between the second cavity and the brake master cylinder or between the second cavity and a confluence point, the confluence point is located on the first pipeline, and the first solenoid valve is arranged on the second pipeline.

4. The pedal feel simulation assembly according to claim 3, characterized in that: The second pipeline is connected between the second cavity and the confluence point, and the simulator control device further includes a second solenoid valve, and the second solenoid valve has an open state and a closed state; Wherein, the second solenoid valve is arranged on the first pipeline and is located between the confluence point and the brake master cylinder or between the confluence point and the first cavity.

5. The pedal feel simulation assembly according to claim 3, characterized in that: The second pipeline is connected between the second cavity and the brake master cylinder. The simulator control device also includes a second solenoid valve. The second solenoid valve has an open state and a closed state, and the second solenoid valve is arranged on the second pipeline.

6. The pedal feel simulation assembly according to claim 2, characterized in that: The pipeline assembly includes a first pipeline, a second pipeline and a third pipeline, and the simulator control device includes a reversing solenoid valve, the reversing solenoid valve has a liquid inlet and two liquid outlets, and the reversing solenoid valve has a first working position and a second working position; The first pipeline is connected between the brake master cylinder and the liquid inlet of the reversing solenoid valve, the second pipeline is connected between the first cavity and one of the liquid outlets of the reversing solenoid valve, and the third pipeline is connected between the second cavity and the other liquid outlet of the reversing solenoid valve; When the reversing solenoid valve works in the first working position, the liquid inlet of the reversing solenoid valve is connected to one of the liquid outlets of the reversing solenoid valve; when the reversing solenoid valve works in the second working position, the liquid inlet of the reversing solenoid valve is connected to the other liquid outlet of the reversing solenoid valve.

7. The pedal feel simulation assembly according to claim 6, characterized in that: The simulator control device further includes a first solenoid valve disposed on the first pipeline, wherein the first solenoid valve has an open state and a closed state.

8. The pedal feel simulation assembly according to any one of claims 2 to 7, characterized in that: The first cavity and the second cavity are spaced apart along a first direction, and the axis line of the first cavity and the axis line of the second cavity both extend along a second direction, the first direction and the second direction are perpendicular to each other, and the second direction is the same as the preset direction; Alternatively, the first cavity and the second cavity are spaced apart along the preset direction, and the axis line of the first cavity and the axis line of the second cavity both extend along the preset direction, and the axis line of the first cavity and the axis line of the second cavity are parallel to or coincide with each other.

9. The pedal feel simulation assembly according to any one of claims 1 to 7, characterized in that: The volumes of the at least two cavities are different from each other, and the elastic component with a larger elastic coefficient is arranged in the cavity with a smaller volume; And / or, the diameters of the at least two cavities are the same.

10. The pedal feel simulation assembly according to claim 1, characterized in that: Also includes: a brake fluid storage device, connected to the brake master cylinder and each of the cavities of the housing, respectively; The brake fluid storage device is used to deliver brake fluid to the brake master cylinder, and is also used to recover the brake fluid flowing out of the cavity when the piston in each cavity squeezes the correspondingly connected elastic component.

11. The pedal feel simulation assembly according to claim 1 or 10, characterized in that: The pedal feel simulation assembly is installed on a vehicle body, wherein the pedal feel simulator is installed on the vehicle body in a detachable manner.

12. A vehicle braking system, characterized in that: It comprises a wheel cylinder, a power-assisted pressure-building device, and a pedal-feel simulation assembly as claimed in any one of claims 1 to 11; Wherein, the brake master cylinder and the power-assisted pressure-building device are respectively connected to the wheel cylinder, and the brake master cylinder and / or the power-assisted pressure-building device are used to transport brake fluid to the wheel cylinder.

13. A vehicle, characterized in that: Comprising a vehicle braking system as claimed in claim 12.

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