Pedal decoupling structure for automobile braking energy recovery

Abstract

The utility model discloses a pedal decoupling structure for automobile brake energy recovery. The pedal decoupling structure comprises a brake pedal, a main cylinder pressure buildup push rod, a motor power-assisted mechanism, a connecting rod, a positioning seat and a connector. According to the utility model, the roller is in rolling connection with the return spring seat, so that the action smoothness in the decoupling process is improved, the normal braking process of the pedal is simulated by utilizing a mechanical structure, the braking energy recovery in the decoupling state is realized, the requirement that a driver treads the brake pedal comfortably is met, and the decoupling process is completed reliably and efficiently; and the dustproof cover made of the telescopic rubber sleeve is arranged, so that unsmooth rolling caused by the fact that dust adheres to the rolling wheels can be effectively avoided, and the failure rate is further reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile braking, in particular to a pedal decoupling structure for automobile braking energy recovery. Background Art

[0002] Nowadays, the development trend of electric vehicles is becoming more and more obvious, and the accompanying braking energy recovery function is more widely used. If you want to achieve energy recovery, you need to decouple the pedal during braking (disconnect the pedal from the braking system). In the previous decoupling method, in order to achieve the braking energy recovery function and comfortable pedal feeling, it is necessary to introduce cumbersome decoupling structure and complex control process. The decoupling scheme adopts pedal simulators, solenoid valves, controllers and other key components. The introduction of these increases the cost and failure mode. For this reason, there is a public technology that proposes a pedal decoupling structure for automobile braking energy recovery, including a guide seat, a positioning seat, a connecting rod, an adjustment fork, a return spring limit seat, a first thrust spring, a push rod, a return spring seat, a second thrust spring and a conversion seat. It uses a simple mechanical structure principle to complete the complex decoupling process, replacing the pedal simulator, solenoid valve, controller and other key components in the previous decoupling scheme. The force transmission and conversion are completed through the interaction between mechanical parts to simulate the normal braking process of the driver; the present invention uses a mechanical structure to simulate the normal braking process of the pedal, realizes braking energy recovery in a decoupled state, and satisfies the driver's comfort when stepping on the brake pedal;

[0003] However, there are still certain deficiencies in the use of the above-mentioned disclosed technology, which are mainly manifested as follows: the thrust directly acts on the conversion seat through the two supporting feet of the first thrust spring seat to generate a radial force, compressing the second thrust spring. The second thrust spring and the conversion seat act as a thrust conversion component, causing the conversion seat to produce a radial displacement and move closer to each other. In this process, it is necessary to completely convert the thrust from the axial direction to the radial direction of the conversion seat through the supporting feet and the inclined surfaces on the conversion seat. Because there is friction between the supporting feet and the inclined surfaces, friction between the conversion seat and the cylindrical guide rod, and friction between the conversion seat and the guide seat, it is very easy to cause jamming, resulting in decoupling failure. For this reason, it is necessary to improve and optimize its structure. Utility Model Content

[0004] The utility model aims to solve the shortcomings in the prior art and proposes a pedal decoupling structure for automobile brake energy recovery.

[0005] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme: a pedal decoupling structure for automobile brake energy recovery, comprising a brake pedal, a master cylinder pressure building push rod, a motor assist mechanism, a connecting rod, a positioning seat and a connecting head, the connecting rod is connected to the motor assist mechanism through the positioning seat, the connecting rod is connected to the brake pedal through the connecting head, the positioning seat is slidably connected to the inner wall of the positioning seat in a through-shape, the connecting head is fixedly connected to the upper end of the connecting rod, the outer wall of the connecting rod is slidably connected with a return spring seat between the connecting head and the positioning seat, a first thrust spring is arranged between the return spring seat and the connecting head, a limiting structure for preventing the first thrust spring from being displaced is also arranged between the return spring seat and the connecting head, and the return spring seat is away from the first thrust spring. A conical inner cavity is provided at one end of the force spring, and the inner cavity has a small upper opening and a large lower opening. A conversion seat is fixedly connected to the upper wall of the positioning seat, and a retaining sleeve is fixedly connected to the upper wall of the conversion seat. The inner wall of the retaining sleeve is slidably connected to the outer wall of the connecting rod. A plurality of push rods are rotatably connected to the upper wall of the conversion seat and located at the periphery of the retaining sleeve. A rolling structure is provided at one end of the push rod away from the conversion seat and is rollingly connected to the inner cavity of the return spring seat. A second thrust spring for squeezing the push rod toward a side away from the axis of the connecting rod is provided between the push rod and the retaining sleeve. A dust cover for dust prevention is provided between the positioning seat and the connecting head and located on the outside of the conversion seat and the return spring seat. The dust cover is a retractable rubber sleeve, and the sum of the elastic forces of the plurality of second thrust springs is less than the elastic force of the first thrust spring.

[0006] As a further description of the above technical solution:

[0007] The limiting structure comprises an upper limiting sleeve and a lower limiting sleeve, wherein the upper limiting sleeve and the lower limiting sleeve are respectively fixedly connected between the connecting head and the opposite side of the return spring seat and are both located outside the first thrust spring.

[0008] As a further description of the above technical solution:

[0009] The rolling structure comprises a plurality of roller groups, the plurality of roller groups are rotatably connected to one end of the push rod away from the conversion seat, and the outer walls of the plurality of roller groups are rollingly connected to the inner wall of the inner cavity of the return spring seat.

[0010] As a further description of the above technical solution:

[0011] The outer wall of the conversion seat is provided with a plurality of mounting grooves, and the plurality of mounting grooves are equally distributed in a circle with the axis of the conversion seat as the center, and the plurality of push rods are rotatably connected to the inner side walls of the plurality of mounting grooves respectively.

[0012] As a further description of the above technical solution:

[0013] A first limiting groove and a second limiting groove are respectively arranged between the retaining sleeve and the opposite side of the push rod. The second thrust spring is a double-arm torsion spring. The second thrust spring is rotatably connected to the upper wall of the conversion seat through a support. The two extending arms of the second thrust spring are respectively clamped on the inner side walls of the first limiting groove and the second limiting groove.

[0014] As a further description of the above technical solution:

[0015] The outer wall of one end of the connecting rod that passes through the lower wall of the positioning seat is provided with a limiting ring for limiting.

[0016] The utility model has the following beneficial effects:

[0017] 1. Compared with the existing technology, the pedal decoupling structure for automobile brake energy recovery is connected with the return spring seat through a rolling connection between the roller and the return spring seat, which improves the smoothness of the action during the decoupling process, uses a mechanical structure to simulate the normal braking process of the pedal, realizes brake energy recovery in the decoupling state, satisfies the driver's comfort of stepping on the brake pedal, and completes the decoupling process reliably and efficiently. Compared with the structure of traditional technology, the failure rate is greatly reduced.

[0018] 2. Compared with the prior art, the pedal decoupling structure for automobile brake energy recovery is provided with a dust cover made of a telescopic rubber sleeve, which can effectively avoid the uneven rolling caused by dust adhering to the roller, further reducing the failure rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the overall structure of a pedal decoupling structure for automobile brake energy recovery proposed by the utility model;

[0020] Figure 2 A partial cross-sectional view of a positioning seat, a connecting rod and a connecting head connecting structure of a pedal decoupling structure for automobile brake energy recovery proposed by the utility model after removing the dust cover;

[0021] Figure 3 The utility model proposes a pedal decoupling structure for automobile brake energy recovery. Figure 2 A partial enlarged view of the middle A;

[0022] Figure 4 This is a schematic diagram of the top structure of a retaining sleeve of a pedal decoupling structure for automobile brake energy recovery proposed by the utility model;

[0023] Figure 5 The utility model is a schematic structural diagram of a push rod facing a connecting rod of a pedal decoupling structure for automobile brake energy recovery.

[0024] Legend:

[0025] 1. Positioning seat; 2. Dust cover; 3. Connecting rod; 4. Connecting head; 5. Return spring seat; 6. First thrust spring; 7. Upper limit sleeve; 8. Lower limit sleeve; 9. Conversion seat; 10. Mounting groove; 11. Push rod; 12. Roller; 13. Second thrust spring; 14. Retaining sleeve; 15. Limiting ring; 16. Support; 17. First limiting groove; 18. Second limiting groove. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0027] Reference Figures 1 to 5 The utility model provides a pedal decoupling structure for automobile brake energy recovery: it includes a brake pedal, a master cylinder pressure building push rod, a motor assist mechanism, a connecting rod 3, a positioning seat 1 and a connecting head 4, the connecting rod 3 is connected to the motor assist mechanism through the positioning seat 1, the connecting rod 3 is connected to the brake pedal through the connecting head 4, the positioning seat 1 is slidably connected to the inner wall of the positioning seat 1 in a through-shaped manner, the connecting head 4 is fixedly connected to the upper end of the connecting rod 3, the outer wall of the connecting rod 3 and the connecting head 4 and the positioning seat 1 are slidably connected with a return spring seat 5, a first thrust spring 6 is arranged between the return spring seat 5 and the connecting head 4, the sum of the elastic forces of the multiple groups of second thrust springs 13 is less than the elastic force of the first thrust spring 6, and the outer wall of one end of the connecting rod 3 that passes through the lower wall of the positioning seat 1 is provided with a limiting ring 15 for limiting. The pedal decoupling structure is arranged between the brake pedal and the motor assist mechanism, and the decoupling action is realized through a mechanical structure;

[0028] like Figure 2 As shown, in order to avoid displacement of the first thrust spring 6 during the decoupling process, a limiting structure for avoiding displacement of the first thrust spring 6 is further provided between the return spring seat 5 and the connector 4, and the limiting structure comprises an upper limit sleeve 7 and a lower limit sleeve 8, which are respectively fixedly connected between the connector 4 and the opposite side of the return spring seat 5 and are both located on the outside of the first thrust spring 6. Considering that the inner diameter of the first thrust spring 6 with different thrusts may not completely match the outer diameter of the connecting rod 3, the upper limit sleeve 7 and the lower limit sleeve 8 constrain the upper and lower ends of the first thrust spring 6 to avoid displacement of the first thrust spring 6 during compression and expansion.

[0029] like Figure 2As shown, in order to reduce the friction between the conversion seat 9 and the return spring seat 5 during the decoupling process, the return spring seat 5 is provided with a conical inner cavity at one end away from the first thrust spring 6, and the inner cavity is small at the upper mouth and large at the lower mouth. The upper wall of the positioning seat 1 is fixedly connected to the conversion seat 9, and the upper wall of the conversion seat 9 is fixedly connected to a retaining sleeve 14. The inner wall of the retaining sleeve 14 is slidably connected to the outer wall of the connecting rod 3. A plurality of groups of push rods 11 are rotatably connected to the upper wall of the conversion seat 9 and located at the periphery of the retaining sleeve 14. A plurality of groups of mounting grooves 10 are provided on the outer wall of the conversion seat 9. The plurality of groups of mounting grooves 10 are equally distributed in a circle with the axis of the conversion seat 9 as the center. The plurality of groups of push rods 11 are rotatably connected to the inner walls of the plurality of groups of mounting grooves 10 respectively. A rolling structure rollingly connected to the inner cavity of the return spring seat 5 is provided at the end of the push rod 11 away from the conversion seat 9. The rolling structure includes It includes multiple groups of rollers 12, which are all rotatably connected to the end of the push rod 11 away from the conversion seat 9, and the outer walls of the multiple groups of rollers 12 are rollingly connected to the inner wall of the inner cavity of the return spring seat 5. A second thrust spring 13 is arranged between the push rod 11 and the retaining sleeve 14 for squeezing the push rod 11 toward the side away from the axis of the connecting rod 3. After the brake pedal is stepped on, the connecting head 4 drives the connecting rod 3 to move downward, and squeezes the return spring seat 5 through the first thrust spring 6. When the return spring seat 5 moves downward, the conical shape of the inner cavity and the rolling connection with the roller 12 force the push rod 11 to move closer to the connecting rod 3. The rotational connection between the push rod 11 and the mounting groove 10 and the rolling connection between the roller 12 and the inner wall of the inner cavity make the friction of the decoupling process very small, will not cause sticking, and improve the smoothness of the decoupling;

[0030] like Figure 2 , Figure 3 , Figure 4 as well as Figure 5 In order to maintain the position of the second thrust spring 13, a first limiting groove 17 and a second limiting groove 18 are respectively provided between the retaining sleeve 14 and the opposite side of the push rod 11. The second thrust spring 13 is a double-arm torsion spring. The second thrust spring 13 is rotatably connected to the upper wall of the conversion seat 9 through the support 16. The two extended arms of the second thrust spring 13 are respectively clamped on the inner side walls of the first limiting groove 17 and the second limiting groove 18. The second thrust spring 13 is preliminarily positioned by the support 16, and then prevented from falling off by clamping the two extended arms with the first limiting groove 17 and the second limiting groove 18;

[0031] like Figure 1 As shown, a dust cover 2 for dust prevention is provided between the positioning seat 1 and the connector 4 and on the outside of the conversion seat 9 and the return spring seat 5. The dust cover 2 is a retractable rubber sleeve that can follow the braking thrust action without interfering with the decoupling action and keeps dust from entering the inside of the dust cover 2 to avoid sticking of the action due to dust.

[0032] Working principle: The decoupling structure is consistent with the basic principle of the decoupling structure in the prior art. The improved parts are the matching mode of the return spring seat 5 and the conversion seat 9 and the addition of a dust cover 2. The pedal decoupling structure is arranged between the brake pedal and the motor assist mechanism, and the decoupling action is realized through the mechanical structure. The upper and lower ends of the first thrust spring 6 are constrained by the upper limit sleeve 7 and the lower limit sleeve 8, which can avoid the displacement of the first thrust spring 6 during compression and expansion. The second thrust spring 13 is initially positioned by the support 16, and then the two extending arms are connected with the first limit groove 17 and the second limit groove 18 to prevent it from falling off. The rotational connection between the push rod 11 and the mounting groove 10 and the rolling connection between the roller 12 and the inner wall of the inner cavity are set, so that the friction of the decoupling process is very small, and no jamming phenomenon will occur, thereby improving the smoothness of the decoupling. The dust cover 2 is a retractable rubber sleeve, which can follow the braking thrust action without interfering with the decoupling action, and keep the dust from entering the dust cover 2 to avoid jamming of the action after dust enters.

[0033] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A pedal decoupling structure for automobile braking energy recovery, characterized in that: The invention comprises a brake pedal, a master cylinder pressure-building push rod, a motor assist mechanism, a connecting rod (3), a positioning seat (1) and a connecting head (4), wherein the connecting rod (3) is connected to the motor assist mechanism via the positioning seat (1), and the connecting rod (3) is connected to the brake pedal via the connecting head (4), the positioning seat (1) is slidably connected to the inner wall of the positioning seat (1) in a through-shaped manner, the connecting head (4) is fixedly connected to the upper end of the connecting rod (3), a return spring seat (5) is slidably connected to the outer wall of the connecting rod (3) and is located between the connecting head (4) and the positioning seat (1), a first thrust spring (6) is arranged between the return spring seat (5) and the connecting head (4), and a limiting structure for preventing the first thrust spring (6) from being displaced is also arranged between the return spring seat (5) and the connecting head (4), and a conical inner cavity is arranged at one end of the return spring seat (5) away from the first thrust spring (6), and the inner cavity has a small upper opening and a large lower opening, so that the return spring seat (5) can be used for preventing the first thrust spring (6) from being displaced. The upper wall of the positioning seat (1) is fixedly connected to a conversion seat (9), and the upper wall of the conversion seat (9) is fixedly connected to a retaining sleeve (14). The inner wall of the retaining sleeve (14) is slidably connected to the outer wall of the connecting rod (3). The upper wall of the conversion seat (9) and located outside the retaining sleeve (14) are rotatably connected to multiple groups of push rods (11). One end of the push rod (11) away from the conversion seat (9) is provided with a rolling structure that is rollingly connected to the inner cavity of the return spring seat (5). A second thrust spring (13) for squeezing the push rod (11) toward a side away from the axis of the connecting rod (3) is provided between the push rod (11) and the retaining sleeve (14). A dust cover (2) for dust prevention is provided between the positioning seat (1) and the connector (4) and located outside the conversion seat (9) and the return spring seat (5). The dust cover (2) is a retractable rubber sleeve. The sum of the elastic forces of the multiple groups of the second thrust springs (13) is less than the elastic force of the first thrust spring (6).

2. A pedal decoupling structure for automobile braking energy recovery according to claim 1, characterized in that: The limiting structure comprises an upper limiting sleeve (7) and a lower limiting sleeve (8), wherein the upper limiting sleeve (7) and the lower limiting sleeve (8) are respectively fixedly connected between the connecting head (4) and the opposite side of the return spring seat (5) and are both located outside the first thrust spring (6).

3. A pedal decoupling structure for automobile braking energy recovery according to claim 2, characterized in that: The rolling structure comprises a plurality of groups of rollers (12), wherein the plurality of groups of rollers (12) are rotatably connected to an end of the push rod (11) away from the conversion seat (9), and the outer walls of the plurality of groups of rollers (12) are rollingly connected to the inner wall of the inner cavity of the return spring seat (5).

4. The pedal decoupling structure for automobile braking energy recovery according to claim 3 is characterized in that: The outer wall of the conversion seat (9) is provided with a plurality of groups of mounting grooves (10), the plurality of groups of mounting grooves (10) are equally distributed in a circle with the axis of the conversion seat (9) as the center, and the plurality of groups of push rods (11) are rotatably connected to the inner side walls of the plurality of groups of mounting grooves (10).

5. A pedal decoupling structure for automobile braking energy recovery according to claim 4, characterized in that: A first limiting groove (17) and a second limiting groove (18) are respectively provided between the retaining sleeve (14) and the opposite side of the push rod (11); the second thrust spring (13) is a double-arm torsion spring; the second thrust spring (13) is rotatably connected to the upper wall of the conversion seat (9) via a support (16); and the two extending arms of the second thrust spring (13) are respectively clamped on the inner side walls of the first limiting groove (17) and the second limiting groove (18).

6. A pedal decoupling structure for automobile braking energy recovery according to claim 5, characterized in that: The outer wall of one end of the connecting rod (3) that passes through the lower wall of the positioning seat (1) is provided with a limiting ring (15) for limiting position.

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