Simulator valve, simulator valve assembly and vehicle

Abstract

The utility model relates to a simulator valve, a simulator valve assembly and a vehicle, and belongs to the technical field of automobiles. Wherein the communicating piece is arranged on the valve body, and a first liquid cavity and a second liquid cavity which communicate with each other are formed in the communicating piece; a liquid inlet communicated with the first liquid cavity is formed in the outer wall of the communicating piece; a liquid outlet communicated with the second liquid cavity is further formed in the outer wall of the communicating piece; the spoiler is arranged in the second liquid cavity; the spoiler is arranged in a rectangular shape; a flowing channel penetrates through the spoiler, one end of the flowing channel communicates with the side, facing the first liquid cavity, of the spoiler, and the other end of the flowing channel communicates with the side, facing the liquid outlet, of the spoiler; brake fluid entering through the fluid inlet enters the second fluid cavity through the first fluid cavity, the brake fluid entering the second fluid cavity is blocked by the spoiler, and then the brake fluid flows out of the fluid outlet through the flowing channel or a gap between the spoiler and the second fluid cavity.

Description

Technical Field

[0001] This application relates to the technical field of automobiles, and more particularly to a simulator valve, a simulator valve assembly, and a vehicle. Background Technology

[0002] With the rapid development of society and the economy and the continuous improvement of people's living standards, automobiles have become an indispensable means of transportation in modern life. Automobiles not only continuously pursue excellence in design and performance, but also undergo significant technological innovation in areas such as comfort, safety, and environmental protection. In recent years, with the rise of new energy vehicles, automotive technology has further developed towards intelligence, electrification, and lightweighting.

[0003] Some cars are equipped with a simulator valve, which simulates the pedal feel of a traditional braking system by controlling the flow and pressure of brake fluid. It can adjust the force and travel of the brake pedal according to the driver's braking intention, allowing the driver to experience different pressures at different braking depths.

[0004] In existing technologies, integrated braking control systems provide braking power for the entire vehicle. The operating noise generated due to their proximity to the driver is more easily perceived by the driver. When the driver presses the brake pedal, the brake fluid in the brake fluid reservoir flows into the simulator cavity through the simulator valve, generating a braking feel. When the brake pedal is released, the brake fluid returns along the same path. In existing structures, the brake fluid generates significant noise when flowing in and out due to the high flow rate, causing the liquid to impact the valve orifice. The driver can easily perceive a distinct "plop" sound from the liquid flowing through the valve orifice. At the same time, due to the rapid flow of the liquid, the driver cannot feel the hydraulic pressure through the simulator; they can only feel the feedback from the simulator spring, resulting in a strong, unrealistic spring feel, which has led to market complaints. Utility Model Content

[0005] This utility model solves, to at least a certain extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a simulator valve, a simulator valve assembly, and a vehicle, in which brake fluid, after entering the second fluid chamber, is blocked by a baffle and then flows out through a flow channel or a gap between the baffle and the second fluid chamber. This structure can effectively reduce the impact noise generated when brake fluid flows rapidly, while making the fluid flow more stable and increasing the resistance fed back to the driver, thereby improving the comfort and realism of the brake pedal feel, and solving the problems of high noise and unrealistic pedal feel caused by excessively fast fluid flow in the prior art.

[0007] To achieve the above objectives, in a first aspect, this utility model provides a simulator valve, comprising:

[0008] Valve body;

[0009] A connecting component is disposed on the valve body, and a first liquid chamber and a second liquid chamber are formed inside the connecting component and are interconnected; an inlet communicating with the first liquid chamber is opened on the outer wall of the connecting component; and an outlet communicating with the second liquid chamber is also opened on the outer wall of the connecting component.

[0010] A flow-disrupting element is disposed within the second liquid cavity; the flow-disrupting element is rectangular in shape; a flow channel is provided through the flow-disrupting element, one end of the flow channel is connected to the side of the flow-disrupting element facing the first liquid cavity, and the other end of the flow channel is connected to the side of the flow-disrupting element facing the liquid outlet;

[0011] Brake fluid entering through the inlet passes through the first fluid chamber and enters the second fluid chamber. The brake fluid entering the second fluid chamber is blocked by the baffle, and then flows out through the outlet after passing through the flow channel and / or the gap between the baffle and the second fluid chamber.

[0012] In this technical solution, a rectangular baffle is placed within the second fluid chamber. This baffle blocks the brake fluid upon entry into the second fluid chamber, allowing it to flow out through the flow channel and / or the gap between the baffle and the second fluid chamber. This structure effectively reduces the impact noise generated by the rapid flow of brake fluid, while simultaneously making the fluid flow smoother. The increased resistance feedback to the driver enhances the comfort and realism of the brake pedal feel, solving the problems of excessive noise and unrealistic pedal feel caused by excessively fast fluid flow in existing technologies.

[0013] In some embodiments of this application, the connecting member is a shaft-like component, and the spatial shapes of the first liquid cavity and the second liquid cavity are both cylindrical and coaxially arranged with the connecting member; the second liquid cavity is located at the end of the first liquid cavity away from the valve body.

[0014] The liquid inlet is located on the peripheral wall of the turbulence-inducing component;

[0015] The liquid outlet is located at the end of the turbulence-disrupting element that is furthest from the valve body.

[0016] In this technical solution, this layout makes the brake fluid flow path more rational, with the brake fluid entering from the side of the connecting piece and flowing out from the side of the valve body. This, combined with the valve body, ensures stable operation of the structure and further optimizes noise and pedal feel during fluid flow.

[0017] In some embodiments of this application, the length direction of the flow channel is the same as the axial direction of the second liquid chamber.

[0018] In this technical solution, the design ensures that the flow direction of the brake fluid within the agitator is aligned with the axial direction of the fluid chamber, avoiding lateral impacts and turbulence during fluid flow. This helps to further reduce noise generated during fluid flow, while also making the fluid flow smoother, ensuring that the driver experiences a more uniform and realistic hydraulic feel.

[0019] In some embodiments of this application, the flow channel is located on any side of the peripheral wall of the turbulence member facing the second liquid cavity.

[0020] In the technical solution, it is convenient to open flow channels, reduce the production cost of the turbulence components, and improve economic efficiency.

[0021] In some embodiments of this application, the edges of the spoiler are chamfered.

[0022] In this technical solution, the edges of the aerodynamic component are chamfered. This design detail effectively reduces the impact of brake fluid on the edge of the aerodynamic component during flow, thus reducing noise caused by fluid impact. Simultaneously, the chamfered structure facilitates smoother fluid flow, reducing fluid accumulation and eddy currents at the edges, further enhancing the comfort and realism of the brake pedal feel. Furthermore, the chamfered design reduces scratches on the inner wall of the second fluid chamber, extending its service life.

[0023] In some embodiments of this application, the valve body includes:

[0024] A sleeve, wherein the connecting member is disposed at one end of the sleeve;

[0025] A valve seat, wherein the valve seat is disposed within the sleeve;

[0026] An elastic component is provided to push the valve seat so that the valve seat abuts against and closes the communication port between the second liquid chamber and the first liquid chamber.

[0027] In the technical solution, when the brake pedal is depressed, brake fluid enters the first fluid chamber through the inlet, then enters the second fluid chamber where it is slowed down by the flow-decelerating component before being output through the outlet. When the brake pedal is not in motion, the valve seat seals the connection between the second and first fluid chambers under the action of the elastic component, preventing brake fluid leakage.

[0028] In some embodiments of this application, the valve body further includes:

[0029] A fixing iron is disposed at the end of the sleeve away from the connecting member;

[0030] A moving iron, which can slide within the sleeve; the valve seat is located on the side of the moving iron away from the fixed iron;

[0031] An energized coil, wherein the energized coil is sleeved outside the sleeve;

[0032] A sleeve is disposed at the end of the moving iron away from the fixed iron, and a first throttling orifice is provided on the sleeve;

[0033] The valve seat is provided with a second throttling orifice for communicating with the liquid outlet; the valve seat slides within the sleeve.

[0034] The elastic component includes:

[0035] A first compression spring is disposed between the moving iron and the fixed iron;

[0036] A second compression spring is disposed inside the sleeve and is used to push the valve seat against the moving iron.

[0037] In the technical solution, when no power is applied, there is a negative pressure at the outlet, which blocks the connection between the first and second liquid chambers. When power is applied, the energizing coil pulls the moving iron closer to the fixed iron, compressing the first compression spring. The moving iron moves away from the valve seat, opening the second throttling orifice. Brake fluid then flows through the first and second throttling orifices, passes through the second liquid chamber, and exits from the outlet, thus balancing the pressure at the outlet and inlet. As the pressure is gradually balanced, the force attracting the valve seat decreases, and under the action of the second compression spring, the valve seat opens the connection between the first and second liquid chambers, allowing brake fluid to enter both chambers normally. This prevents the simulator valve from malfunctioning due to negative pressure at the outlet.

[0038] Secondly, this application also provides a simulator valve, which includes:

[0039] Valve body;

[0040] A connecting component is disposed on the valve body, and a first liquid chamber and a second liquid chamber are formed inside the connecting component and communicate with each other; an inlet communicating with the first liquid chamber is opened on the outer wall of the connecting component; and an outlet communicating with the second liquid chamber is opened on the side of the connecting component away from the first liquid chamber.

[0041] A flow-dispersing element is disposed within the second liquid cavity; the flow-dispersing element includes two intersecting flow-dispersing plates; the length direction of the intersection line between the two flow-dispersing plates is the same as the direction of the liquid outlet toward the first liquid cavity;

[0042] A flow channel is formed between the included angle of the two spoilers;

[0043] Brake fluid entering through the inlet passes through the first fluid chamber and enters the second fluid chamber. The brake fluid entering the second fluid chamber is blocked by the baffle, and then flows out through the outlet after passing through the flow channel and / or the gap between the baffle and the second fluid chamber.

[0044] In this technical solution, a cross-shaped baffle is installed within the second fluid chamber. This baffle blocks the brake fluid upon entry into the second chamber, allowing it to flow out through a flow channel or the gap between the baffle and the second fluid chamber. This structure effectively reduces the impact noise generated by the rapid flow of brake fluid, while simultaneously making the fluid flow smoother. The increased resistance feedback to the driver enhances the comfort and realism of the brake pedal feel, solving the problems of excessive noise and unrealistic pedal feel caused by excessively fast fluid flow in existing technologies.

[0045] Thirdly, this application also provides a simulator valve assembly, which includes:

[0046] As shown in the simulator valve above;

[0047] A brake fluid reservoir, which is connected to the fluid inlet;

[0048] The simulator chamber is connected to the liquid outlet.

[0049] In this technical solution, the brake fluid reservoir is connected to the inlet, and the simulator chamber is connected to the outlet, ensuring smooth flow of brake fluid during braking. This integrated design not only improves the overall performance of the braking system but also facilitates installation and maintenance. Furthermore, the optimized design of the simulator valve further enhances noise control and pedal feel during braking.

[0050] Fourthly, the system also provides a vehicle, including:

[0051] The vehicle body is equipped with the simulator valve assembly as described above;

[0052] A brake pedal is connected to the brake fluid reservoir. When the brake pedal is depressed, the brake fluid in the reservoir flows into the simulator cavity through the simulator valve. When the brake pedal is released, the brake fluid in the simulator cavity flows back into the brake fluid reservoir through the simulator valve.

[0053] In this technical solution, this design effectively reduces noise during braking system operation while providing better brake pedal feel, thus enhancing the driving experience and safety. Through optimized simulator valve design, the vehicle provides the driver with a more comfortable and realistic driving experience during braking, reducing discomfort caused by braking system issues.

[0054] As can be seen from the above technical solutions, additional aspects and advantages of this utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this utility model. Attached Figure Description

[0055] Figure 1 This is a schematic diagram of the overall structure of the simulator valve according to an embodiment of this application;

[0056] Figure 2 This is a front view of the simulator valve according to an embodiment of this application;

[0057] Figure 3 This is a schematic diagram of the internal structure of a simulator valve according to an embodiment of this application;

[0058] Figure 4 This is a schematic diagram of the internal structure of the simulator valve under normal use according to the embodiments of this application;

[0059] Figure 5 This is a schematic diagram of the internal structure of the simulator valve at the moment of energization according to an embodiment of this application;

[0060] Figure 6 This is an exploded view of the valve seat of the simulator valve according to an embodiment of this application;

[0061] Figure 7 This is a schematic diagram of the connecting part of the simulator valve according to an embodiment of this application;

[0062] Figure 8 This is a top view of the connecting member and the flow-disrupting member of the simulator valve according to an embodiment of this application. Figure 1 ;

[0063] Figure 9 This is a schematic diagram of the structure of the turbulence-inducing element of the simulator valve according to an embodiment of this application. Figure 1 ;

[0064] Figure 10 This is a top view of the connecting member and the flow-disrupting member of the simulator valve according to an embodiment of this application. Figure 2 ;

[0065] Figure 11 This is a schematic diagram of the structure of the turbulence-inducing element of the simulator valve according to an embodiment of this application. Figure 2 .

[0066] In the above figures: 100, connecting component; 101, first liquid chamber; 102, second liquid chamber; 103, liquid inlet; 104, liquid outlet; 200, flow turbulence component; 201, flow channel; 300, sleeve; 400, fixed iron; 500, first compression spring; 600, moving iron; 700, sleeve; 701, first throttling orifice; 800, valve seat; 801, second throttling orifice; 900, ball; 110, second compression spring. Detailed Implementation

[0067] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0068] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0069] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0070] In this utility model, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0071] The present invention will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0072] It should be noted that in the automotive industry, as the market continues to develop towards high-end products, the requirements for vehicle noise are becoming increasingly stringent. When noise levels reach their limits, it can lead to complaints and grievances from drivers and passengers.

[0073] The integrated braking control system provides braking power for the entire vehicle. The operating noise generated by the system, which is close to the driver, is more easily perceived by the driver. When the driver presses the brake pedal, the brake fluid simulator valve in the brake fluid reservoir flows into the simulator chamber, generating a braking feel. When the brake pedal is released, the brake fluid returns along the original path.

[0074] In the existing technology, the high flow rate of the brake fluid during inflow and outflow causes significant noise when the fluid impacts the valve orifice. Drivers can easily perceive the distinct "plop" sound produced by the fluid flowing through the valve orifice. At the same time, due to the rapid flow of the fluid, drivers cannot feel the hydraulic pressure through the simulator; they can only feel the feedback from the simulator's spring, resulting in a strong, unrealistic spring feel and leading to market complaints.

[0075] Based on this, this application proposes a simulator valve, a simulator valve assembly, and a vehicle. By setting a second liquid chamber that is connected to a first liquid chamber and setting a flow-deflecting element in the second liquid chamber, the effect of reducing the brake fluid flow rate is achieved, thus solving the problems of excessive noise and unrealistic pedal feel.

[0076] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0077] As attached Figures 1 to 5As shown in an illustrative embodiment of the simulator valve of this utility model, the simulator valve includes a valve body and a connecting member 100. The connecting member 100 is disposed in the valve body, and a first liquid chamber 101 and a second liquid chamber 102 are formed inside the connecting member 100 and communicate with each other. An inlet 103 communicating with the first liquid chamber 101 is provided on the outer wall of the connecting member 100. An outlet 104 communicating with the second liquid chamber 102 is also provided on the outer wall of the connecting member 100. Brake fluid enters through the inlet 103 and exits through the outlet 104.

[0078] In some embodiments, the simulator valve further includes a flow deflector 200 disposed within the second liquid chamber 102; the flow deflector 200 is rectangular in shape; a flow channel 201 is provided through the flow deflector 200, one end of the flow channel 201 is connected to the side of the flow deflector 200 facing the first liquid chamber 101, and the other end of the flow channel 201 is connected to the side of the flow deflector 200 facing the outlet 104.

[0079] Brake fluid entering through inlet 103 passes through first fluid chamber 101 and enters second fluid chamber 102. The brake fluid entering second fluid chamber 102 is blocked by baffle 200, and then flows out through outlet 104 after passing through flow channel 201 and / or the gap between baffle 200 and second fluid chamber 102.

[0080] The above solution involves installing a rectangular baffle 200 within the second fluid chamber 102. This baffle blocks the brake fluid upon entry into the second fluid chamber 102, allowing it to flow out through the flow channel 201 or the gap between the baffle 200 and the second fluid chamber 102. This structure effectively reduces the impact noise generated by the rapid flow of brake fluid, while simultaneously making the fluid flow smoother and increasing the resistance fed back to the driver. This enhances the comfort and realism of the brake pedal feel, solving the problems of excessive noise and unrealistic pedal feel caused by excessively fast fluid flow in existing technologies.

[0081] Please refer to Figures 1 to 5 In some embodiments, the connecting member 100 is a shaft-like component, and the first liquid chamber 101 and the second liquid chamber 102 are both cylindrical in shape and coaxially arranged with the connecting member 100; the second liquid chamber 102 is located at the end of the first liquid chamber 101 away from the valve body. The inlet 103 is located on the peripheral wall of the baffle 200. The outlet 104 is located at the end of the baffle 200 away from the valve body. This arrangement makes the flow path of the brake fluid more rational, with the brake fluid entering from the side of the connecting member 100 and flowing out from the side of the valve body. Stable operation of the structure is achieved through cooperation with the valve body, further optimizing noise and foot feel during the liquid flow process.

[0082] Please refer to Figure 7In some embodiments, there may be multiple liquid inlets 103. Multiple liquid inlets 103 are spaced apart around the axis of the connecting member 100.

[0083] In some embodiments, the length direction of the flow channel 201 is the same as the axial direction of the second fluid chamber 102. This design ensures that the flow direction of the brake fluid within the deflector 200 is consistent with the axial direction of the fluid chamber, avoiding lateral impacts and turbulence during fluid flow. This helps to further reduce noise generated during fluid flow, while making the fluid flow smoother, ensuring that the driver can experience a more uniform and realistic hydraulic feel.

[0084] Please refer to Figure 8 and Figure 9 In some embodiments, the flow disruptor 200 is a cuboid, and its length is arranged along the axis of the second liquid chamber 102. The flow channel 201 is arranged along the length of the flow disruptor 200.

[0085] In another embodiment, the flow channel 201 can be curved to further reduce the speed at which the brake fluid flows through the flow channel 201, thereby reducing noise and improving foot feel.

[0086] In some embodiments, the flow deflector 200 may not have a flow channel 201. The flow deflector 200 alone can obstruct the brake fluid. The brake fluid passes through the gap between the flow deflector 200 and the inner wall of the second liquid chamber 102 and is then output from the outlet 104.

[0087] In some embodiments, the deflector 200 does not completely cover the outlet 104, thereby preventing the deflector 200 from blocking the outlet 104 under certain conditions and ensuring that brake fluid can be output through the outlet 104.

[0088] In some embodiments, even if one sidewall of the baffle 200 can completely close the outlet 104, one end of the flow channel 201 is completely located at the outlet 104, and the other end of the flow channel 201 is connected to the first liquid chamber 101 or the second liquid chamber 102, so that the brake fluid can pass through the flow channel 201.

[0089] In some embodiments, the flow channel 201 is formed on any side of the peripheral wall of the baffle 200 facing the second liquid chamber 102. This facilitates the formation of the flow channel 201, reduces the production cost of the baffle 200, and improves economic efficiency.

[0090] In some embodiments, the flow channel 201 is formed on one side of the turbulence member 200 parallel to the axis of the second liquid chamber 102, and the flow channel 201 extends through both ends of the turbulence member 200 along the axial direction of the second liquid chamber 102.

[0091] In some embodiments, the edges of the deflector 200 are all chamfered. This chamfered edge design effectively reduces the impact of brake fluid on the edges of the deflector 200 during flow, lowering noise caused by fluid impact. Simultaneously, the chamfered structure makes fluid flow smoother, reducing fluid accumulation and eddy currents at the edges, further improving the comfort and realism of the brake pedal feel. Furthermore, the chamfered design reduces scratches on the inner wall of the second fluid chamber 102, extending its service life.

[0092] In some embodiments, the chamfer can be a rounded corner. The rounded corner further reduces brake fluid buildup and eddy currents, and further reduces scratches on the second fluid chamber 102 and the valve seat 800.

[0093] Please refer to Figures 3 to 6 In some embodiments, the valve body includes a sleeve 300, with a connecting member 100 disposed at one end of the sleeve 300. The valve body includes a valve seat 800 disposed within the sleeve 300. The valve body includes an elastic component for pushing the valve seat 800 to abut and seal the connection between the second liquid chamber 102 and the first liquid chamber 101. When the brake pedal is depressed, brake fluid enters the first liquid chamber 101 through the inlet 103, and after entering the second liquid chamber 102, it is decelerated by the flow-decelerating member 200 and output through the outlet 104. When the brake pedal is not in motion, the valve seat 800 seals the connection between the second liquid chamber 102 and the first liquid chamber 101 under the action of the elastic component, preventing brake fluid leakage.

[0094] In some embodiments, the sleeve 300 is in the shape of a circular tube, the connecting member 100 is coaxially disposed at one end of the sleeve 300, and the liquid outlet 104 is located at the end away from the sleeve 300. Specifically, the connecting member 100 is coaxially disposed at the bottom end of the sleeve 300.

[0095] Please refer to Figures 3 to 7 In some embodiments, the valve seat 800 is a shaft-like component, coaxially disposed within the sleeve 300. The diameter of the end of the valve seat 800 facing the liquid outlet 104 is larger than the diameter of the second liquid chamber 102, thereby ensuring that the valve seat 800 can close the communication between the second liquid chamber 102 and the first liquid chamber 101.

[0096] Furthermore, the end of the valve seat 800 facing the liquid outlet 104 is spherically shaped, and the spherical surface is used to contact the edge of the communication port, thereby achieving the closure of the second liquid chamber 102.

[0097] In some embodiments, the edge of the connection port is rounded, and the spherical surface of the valve seat 800 fits more tightly with the edge of the connection port, improving the sealing performance. This also reduces the possibility of leakage due to scratches on the connection port or the valve seat 800.

[0098] Please refer to Figure 3 In some embodiments, the valve body further includes a fixed iron 400, which is disposed at the end of the sleeve 300 away from the connecting member 100. The valve body also includes a movable iron 600, which is slidable within the sleeve 300. The elastic component includes a first compression spring 500, which is disposed between the movable iron 600 and the fixed iron 400. When the vehicle is not powered on, under the action of the first compression spring 500, the movable iron 600 pushes the valve seat 800 closer to the connecting member 100, so that the valve seat 800 closes the communication port between the second liquid chamber 102 and the first liquid chamber 101.

[0099] In some embodiments, the valve body further includes an energized coil, which is sleeved outside the sleeve 300. When the vehicle is powered on, the energized coil is energized, generating a magnetic force that causes the moving iron 600 to move closer to the fixed iron 400, at which point the first compression spring 500 is compressed. This causes the valve seat 800 to open the communication port between the second fluid chamber 102 and the first fluid chamber 101. At this time, brake fluid can freely pass through the inlet 103, the first fluid chamber 101, the second fluid chamber 102, and the outlet 104.

[0100] Please refer to Figures 3 to 7 In some embodiments, the valve body further includes a sleeve 700, which is disposed at the end of the moving iron 600 away from the fixed iron 400, and a first throttling orifice 701 is provided on the sleeve 700. A second throttling orifice 801 for communicating with the liquid outlet 104 is provided on the valve seat 800, and the valve seat 800 slides inside the sleeve 700; the elastic component includes a second compression spring 110, which is disposed inside the sleeve 700 and is used to push the valve seat 800 against the moving iron 600.

[0101] When no power is applied, there is a negative pressure at the outlet 104, which blocks the connection between the first liquid chamber 101 and the second liquid chamber 102 at the valve seat 800. When power is applied, the energizing coil is turned on and pulls the moving iron 600 closer to the fixed iron 400, compressing the first compression spring 500. The moving iron 600 moves away from the valve seat 800 to open the second throttling orifice 801. Brake fluid then flows through the first throttling orifice 701 and the second throttling orifice 801, and through the second liquid chamber 102 before exiting from the outlet 104. This balances the pressure at the outlet 104 and the inlet 103. As the pressure is gradually balanced, the force attracting the valve seat 800 gradually decreases. Under the action of the second compression spring 110, the valve seat 800 opens the connection between the first liquid chamber 101 and the second liquid chamber 102, allowing brake fluid to enter the first liquid chamber 101 and the second liquid chamber 102 normally. This prevents the simulator valve from malfunctioning due to the negative pressure at the outlet 104.

[0102] In some embodiments, the sleeve 700 is cylindrical and coaxially arranged with the sleeve 300. The sleeve 700 is bent inward with a flange on the side facing the connecting member 100 to prevent the valve seat 800 from dislodging from the sleeve 700 and to ensure that the end of the valve seat 800 can extend beyond the sleeve 700. This ensures stable operation of the structure.

[0103] Please refer to Figures 3 to 7 In some embodiments, the first throttling orifice 701 is formed on the peripheral wall of the sleeve 700, and the first throttling orifice 701 is close to the moving iron 600. This ensures that the valve seat 800 does not block the first throttling orifice 701, thereby ensuring that brake fluid can enter the first throttling orifice 701.

[0104] In some embodiments, the second throttling orifice 801 is coaxially formed on the axis of the valve seat 800. This ensures that when the valve seat 800 closes the connection between the first fluid chamber 101 and the second fluid chamber 102, the brake fluid in the first fluid chamber 101 will not flow into the second fluid chamber 102. Furthermore, it ensures that the brake fluid entering the sleeve 700 can flow into the outlet 104 through the second throttling orifice 801, thereby achieving pressure balance.

[0105] Understandably, when there is no negative pressure adsorption valve seat 800 at the outlet 104, the second throttling orifice 801 on the valve seat 800 is closed by the passive iron 600 under the action of the second compression spring 110, and the brake fluid cannot pass through the second throttling orifice 801.

[0106] In some embodiments, the moving iron 600 has a mounting cavity at one end facing the valve seat 800, and a ball 900 is disposed within the mounting cavity, with the center of the ball 900 located on the axis of the second throttling orifice 801. When there is no negative pressure adsorbing the valve seat 800 at the outlet 104, the second throttling orifice 801 on the valve seat 800 is blocked and sealed by the ball 900 under the action of the second compression spring 110, thereby further improving the sealing effect on the second throttling orifice 801.

[0107] It is conceivable that, in order to avoid interference between the moving iron 600 and the valve seat 800, the moving iron 600 does not contact the valve seat 800 when the valve seat 800 closes the connection between the second liquid chamber 102 and the first liquid chamber 101.

[0108] In some embodiments, the first compression spring 500 and the second compression spring 110 can be replaced by elastic materials such as rubber blocks or foam blocks.

[0109] Please refer to Figure 1 , Figure 2 , Figure 3 , Figure 10 and Figure 11Secondly, this application also provides a simulator valve, which includes a valve body and a connecting member 100. The connecting member 100 is disposed in the valve body, and a first liquid chamber 101 and a second liquid chamber 102 are formed inside the connecting member 100 and communicate with each other. An inlet 103 communicating with the first liquid chamber 101 is opened on the outer wall of the connecting member 100. An outlet 104 communicating with the second liquid chamber 102 is also opened on the outer wall of the connecting member 100. Brake fluid enters through the inlet 103 and exits through the outlet 104.

[0110] In some embodiments, the simulator valve further includes a baffle 200 disposed within the second liquid chamber 102. The baffle 200 includes two intersecting baffles; the length direction of the line of intersection between the two baffles is the same as the direction of the outlet 104 toward the first liquid chamber 101. A flow channel 201 is formed between the included angles of the two baffles. Brake fluid entering through the inlet 103 passes through the first liquid chamber 101 into the second liquid chamber 102. The brake fluid entering the second liquid chamber 102 is blocked by the baffle 200, and then flows out from the outlet 104 through the flow channel 201 or the gap between the baffle 200 and the second liquid chamber 102.

[0111] The above solution involves installing a cross-shaped baffle 200 within the second fluid chamber 102. This baffle 200 blocks the brake fluid upon entry into the second fluid chamber 102, allowing it to flow out through the flow channel 201 or the gap between the baffle 200 and the second fluid chamber 102. This structure effectively reduces the impact noise generated by rapid brake fluid flow, while simultaneously making the fluid flow smoother and increasing the resistance fed back to the driver. This improves the comfort and realism of the brake pedal feel, solving the problems of excessive noise and unrealistic pedal feel caused by excessively fast fluid flow in existing technologies.

[0112] Thirdly, this application also provides a simulator valve assembly, which includes a simulator valve, a brake fluid reservoir, and a simulator cavity as described above. The brake fluid reservoir is connected to the inlet 103. The simulator cavity is connected to the outlet 104.

[0113] Through the above design, the brake fluid reservoir is connected to the inlet 103, and the simulator chamber is connected to the outlet 104, ensuring smooth flow of brake fluid during braking. This integrated design not only improves the overall performance of the braking system but also facilitates installation and maintenance. Furthermore, the optimized design of the simulator valve further enhances noise control and pedal feel during braking.

[0114] Fourthly, the invention also provides a vehicle, including a vehicle body, on which a simulator valve assembly as described above is installed.

[0115] In some embodiments, the vehicle also includes a brake pedal connected to a brake fluid reservoir. When the brake pedal is depressed, brake fluid in the reservoir flows into the simulator cavity through a simulator valve. When the brake pedal is released, brake fluid in the simulator cavity flows back into the brake fluid reservoir through the simulator valve.

[0116] This design effectively reduces noise during braking system operation while providing better brake pedal feel, enhancing the driving experience and safety. Through optimized simulator valve design, the vehicle offers a more comfortable and realistic driving experience during braking, reducing discomfort caused by braking system issues.

[0117] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A simulator valve, characterized in that, It includes: Valve body; A connecting component is disposed on the valve body, and a first liquid chamber and a second liquid chamber are formed inside the connecting component and are interconnected; an inlet communicating with the first liquid chamber is opened on the outer wall of the connecting component; and an outlet communicating with the second liquid chamber is also opened on the outer wall of the connecting component. A flow-disrupting element is disposed within the second liquid cavity; the flow-disrupting element is rectangular in shape; a flow channel is provided through the flow-disrupting element, one end of the flow channel is connected to the side of the flow-disrupting element facing the first liquid cavity, and the other end of the flow channel is connected to the side of the flow-disrupting element facing the liquid outlet; Brake fluid entering through the inlet passes through the first fluid chamber and enters the second fluid chamber. The brake fluid entering the second fluid chamber is blocked by the baffle, and then flows out through the outlet after passing through the flow channel and / or the gap between the baffle and the second fluid chamber.

2. The simulator valve according to claim 1, characterized in that, The connecting component is a shaft-like component. The first liquid cavity and the second liquid cavity are both cylindrical in shape and coaxially arranged with the connecting component. The second liquid cavity is located at the end of the first liquid cavity away from the valve body. The liquid inlet is located on the peripheral wall of the turbulence-inducing component; The liquid outlet is located at the end of the turbulence-disrupting element that is furthest from the valve body.

3. The simulator valve according to claim 2, characterized in that, The length direction of the flow channel is the same as the axial direction of the second liquid chamber.

4. The simulator valve according to claim 2, characterized in that, The flow channel is located on any side of the peripheral wall of the turbulence element facing the second liquid cavity.

5. The simulator valve according to any one of claims 1 to 4, characterized in that, The edges of the spoilers are all chamfered.

6. The simulator valve according to any one of claims 1 to 4, characterized in that, The valve body includes: A sleeve, wherein the connecting member is disposed at one end of the sleeve; A valve seat, wherein the valve seat is disposed within the sleeve; An elastic component is provided to push the valve seat so that the valve seat abuts against and closes the communication port between the second liquid chamber and the first liquid chamber.

7. The simulator valve according to claim 6, characterized in that, The valve body also includes: A fixing iron is disposed at the end of the sleeve away from the communicating member; A moving iron, which can slide inside the sleeve, and a valve seat is located on the side of the moving iron away from the fixed iron; An energized coil, wherein the energized coil is sleeved outside the sleeve; A sleeve is disposed at the end of the moving iron away from the fixed iron, and a first throttling orifice is provided on the sleeve; The valve seat is provided with a second throttling orifice for communicating with the liquid outlet; the valve seat slides within the sleeve. The elastic component includes: A first compression spring is disposed between the moving iron and the fixed iron; A second compression spring is disposed inside the sleeve and is used to push the valve seat against the moving iron.

8. A simulator valve, characterized in that, It includes: Valve body; A connecting component is disposed on the valve body, and a first liquid chamber and a second liquid chamber are formed inside the connecting component and communicate with each other; an inlet communicating with the first liquid chamber is opened on the outer wall of the connecting component; and an outlet communicating with the second liquid chamber is opened on the side of the connecting component away from the first liquid chamber. A flow-dispersing element is disposed within the second liquid chamber; the flow-dispersing element includes two intersecting baffles; the length direction of the intersection line between the two baffles is the same as the direction of the liquid outlet toward the first liquid chamber; a flow channel is formed between the included angles of the two baffles; Brake fluid entering through the inlet passes through the first fluid chamber and enters the second fluid chamber. The brake fluid entering the second fluid chamber is blocked by the baffle, and then flows out through the outlet after passing through the flow channel and / or the gap between the baffle and the second fluid chamber.

9. A simulator valve assembly, characterized in that, It includes: The simulator valve as described in claim 1 or 8; A brake fluid reservoir, which is connected to the fluid inlet; The simulator chamber is connected to the liquid outlet.

10. A vehicle, characterized in that, include: The vehicle body is provided with the simulator valve assembly as described in claim 9; A brake pedal is connected to the brake fluid reservoir. When the brake pedal is depressed, the brake fluid in the reservoir flows into the simulator cavity through the simulator valve. When the brake pedal is released, the brake fluid in the simulator cavity flows back into the brake fluid reservoir through the simulator valve.

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