Decoupling simulation device, decoupling pedal system and vehicle

Abstract

The utility model relates to a decoupling simulation device, a decoupling pedal system and a vehicle, one end of the decoupling simulation device is suitable for being connected with a brake system, the other end of the decoupling simulation device is suitable for being connected with a pedal, and the decoupling simulation device is suitable for disconnecting the brake system from the pedal in a decoupling simulation mode and outputting pedal feeling simulation force to the pedal. When the braking system fails, a driver has a pedal feeling when stepping on the pedal, the perception of the driver on the failure of the braking system is reduced, and therefore the risk that the driver drives a vehicle is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a decoupled simulation device, a decoupled pedal system, and a vehicle. Background Technology

[0002] Currently, vehicles include a braking system and a pedal connected to the braking system, allowing the driver to decelerate the vehicle by pressing the pedal.

[0003] In related technologies, once the braking system fails, the driver cannot press the pedal. This results in the driver losing pedal feel when pressing the pedal after the braking system fails, and the driver can clearly perceive the failure of the braking system.

[0004] However, the driver's clear perception of brake system failure can easily cause panic and anxiety, which can affect the driver's ability to operate the vehicle, thus increasing the risk of the driver driving the vehicle. Utility Model Content

[0005] This application provides a decoupling simulation device, a decoupling pedal system, and a vehicle, which aims to provide a pedal feel when the driver presses the pedal in the event of braking system failure, thereby reducing the driver's perception of braking system failure and reducing the risk of the driver operating the vehicle.

[0006] To achieve the above objectives, according to a first aspect of this application, a decoupling simulator is provided, one end of which is adapted to be connected to a braking system, and the other end of which is adapted to be connected to a pedal. The decoupling simulator is adapted to disconnect the braking system from the pedal in a decoupling simulation mode and output a pedal-feel simulation force to the pedal.

[0007] Optionally, the decoupling simulation device is adapted to connect the braking system to the pedal in the coupling mode so that the braking system outputs a force to the pedal.

[0008] Optionally, the decoupling simulation device includes a first clutch; wherein the first clutch is adapted to disconnect the braking system from the pedal in the decoupling simulation mode, and / or to connect the braking system to the pedal in the coupling mode.

[0009] Optionally, the decoupling simulation device further includes a driver; wherein the driver is adapted to output a pedal-feel simulation force to the pedal in the decoupling simulation mode.

[0010] Optionally, the driver is adapted to stop operating in the coupling mode.

[0011] Optionally, the driver is a stepper motor.

[0012] Optionally, the decoupling simulation device further includes a first push rod; wherein the first clutch is adapted to be connected to the pedal via the first push rod, and / or the driver is adapted to output a pedal-feel simulation force to the pedal via the first push rod in the decoupling simulation mode.

[0013] Optionally, the decoupling simulation device further includes a transmission component, which is tractively connected to the first push rod; wherein the driver is adapted to output a pedal-feel simulation force to the pedal through the transmission component and the first push rod in the decoupling simulation mode.

[0014] Optionally, the transmission assembly includes a gear and a rack adapted to mesh with each other; wherein one of the gear and the rack is connected to the driver, and the other of the gear and the rack is connected to the first push rod.

[0015] According to a second aspect of this application, a decoupled pedal system is provided, including the aforementioned decoupled simulation device and pedal.

[0016] According to a third aspect of this application, a vehicle is provided, including the aforementioned decoupling simulation device, or the aforementioned decoupling pedal system.

[0017] Optionally, the vehicle further includes a braking system and a control system, the control system being adapted to control the decoupling simulation device to enter the decoupling simulation mode when the braking system fails.

[0018] Optionally, if the decoupled simulation mode is entered, the control system is adapted to disconnect the braking system from the pedal and control the output of pedal-feel simulation force to the pedal.

[0019] Optionally, the decoupling simulation device further includes a first clutch, and the control system is further adapted to control the first clutch to be in a disengaged state during the decoupling simulation mode, so as to disconnect the braking system from the pedal.

[0020] Optionally, the decoupled simulation device further includes a driver, and the control system is further adapted to control the driver to operate in order to output a pedal-feel simulation force to the pedal.

[0021] Optionally, the vehicle further includes at least one wheel and at least one drive unit adapted to drive at least one of the wheels, wherein the control system is further adapted to control the at least one drive unit to generate regenerative braking torque when the braking system fails.

[0022] Optionally, the vehicle further includes a plurality of wheels, the plurality of wheels including two wheels arranged along the width direction of the vehicle; wherein, the control system is further adapted to control the two wheels to be in a braking posture when the braking system fails and the failed braking is an emergency braking.

[0023] Optionally, the vehicle further includes a steering device connected to the two wheels; wherein the control system is further adapted to control the steering device to control the two wheels in the braking posture when the braking system fails and the failed braking is an emergency braking.

[0024] Optionally, the control system is further adapted to acquire the current state parameters of the vehicle and determine whether the braking system has failed and / or whether the failed braking is an emergency braking based on the current state parameters of the vehicle.

[0025] Optionally, the current state parameters of the vehicle include the state parameters of the pedal and / or the state parameters of the braking system.

[0026] Optionally, the pedal's state parameters include pedal travel.

[0027] Optionally, the control system is also adapted to control the decoupling simulation device to enter a coupling mode when the braking system has not failed.

[0028] Optionally, when entering the coupling mode, the control system is adapted to control the braking system to connect with the pedal so that the braking system outputs a force to the pedal.

[0029] Optionally, the decoupling simulation device further includes a first clutch and a driver, wherein the control system controls the first clutch to be engaged so that the braking system is connected to the pedal, thereby causing the braking system to output force to the pedal and controlling the driver to be inactive.

[0030] In summary, according to the embodiments of this application, by using the above technical solution, when the braking system fails, the decoupling simulation device can enter the decoupling simulation mode to disconnect the braking system from the pedal. After the failed braking system is disconnected from the pedal, when the driver presses the pedal, the force fed back to the driver by the pedal will not be affected by the failed braking system, which helps to reduce the design difficulty of simulating the pedal feel force of the decoupling simulation device output and the pedal.

[0031] In decoupled simulation mode, the decoupled simulation device outputs a pedal feel simulation force to the pedal, which allows the driver to maintain the pedal feel even when the braking system fails. This reduces the driver's abnormal pedal feel and decreases the driver's perception of braking system failure, thereby reducing the risk to the driver when driving the vehicle.

[0032] It is understandable that when the force applied by the driver to the pedal is greater than the pedal-sensing simulated force, the pedal tends to move in the first direction; when the force applied by the driver to the pedal is less than the pedal-sensing simulated force, the pedal tends to move in the opposite direction to the first direction; and when the force applied by the driver to the pedal is equal to the pedal-sensing simulated force, the pedal tends to remain in the current position.

[0033] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0036] Figure 1 This is a schematic diagram of the structure of a vehicle provided in an exemplary embodiment of this disclosure;

[0037] Figure 2 yes Figure 1 A schematic diagram of the braking system and the decoupled pedal system, wherein the decoupling simulation device is in coupling mode;

[0038] Figure 3 yes Figure 1 A schematic diagram of the braking system and the decoupled pedal system, wherein the decoupling simulation device is in decoupling simulation mode;

[0039] Figure 4 yes Figure 1 A schematic diagram showing how the steering system controls the two wheels to maintain a braking posture when the vehicle's braking system fails and the failed brake is an emergency brake.

[0040] Figure 5 yes Figure 1 A graph showing the pedal travel and pedal feel simulation force of a vehicle;

[0041] Figure 6 yes Figure 1 A graph showing the pedal travel and braking force of a vehicle.

[0042] Figure 7 This is a flowchart of the braking control method.

[0043] Explanation of reference numerals in the attached figures:

[0044] 100. Vehicle; 200. Control system; 300. Drive unit; 400. Steering unit; 410. Steering motor; 500. Wheel; 600. Braking system; 610. Second push rod; 700. Decoupled pedal system; 710. Pedal; 720. Decoupled simulation device; 721. Driver; 722. Transmission assembly; 723. Gear; 724. Rack; 725. First push rod; 726. First clutch. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0046] According to the first aspect of this application, referring to Figures 1 to 3 This disclosure provides a decoupling simulation device 720, one end of which is adapted to be connected to a braking system 600, and the other end of which is adapted to be connected to a pedal 710. The decoupling simulation device 720 is adapted to disconnect the braking system 600 from the pedal 710 in the decoupling simulation mode and output pedal-feel simulation force to the pedal 710.

[0047] Thus, when the braking system 600 fails, the decoupling simulation device 720 can enter the decoupling simulation mode to disconnect the braking system 600 from the pedal 710. After the failed braking system 600 is disconnected from the pedal 710, the force fed back to the driver by the pedal 710 when the driver presses the pedal 710 will not be affected by the failed braking system 600, which helps to reduce the design difficulty of simulating the pedal feel force between the output of the decoupling simulation device 720 and the pedal 710.

[0048] In the decoupling simulation mode, the decoupling simulation device 720 outputs a pedal feel simulation force to the pedal 710. This allows the driver to maintain the pedal feel of pressing the pedal 710 even when the braking system 600 fails, reducing the driver's abnormal feeling when pressing the pedal 710 and lowering the driver's perception of the braking system 600 failure, thereby reducing the risk to the driver of driving the vehicle 100.

[0049] It is understood that when the force applied by the driver to the pedal 710 is greater than the pedal-sensing simulated force, the pedal 710 tends to move in the first direction; when the force applied by the driver to the pedal 710 is less than the pedal-sensing simulated force, the pedal 710 tends to move in the opposite direction to the first direction; and when the force applied by the driver to the pedal 710 is equal to the pedal-sensing simulated force, the pedal 710 tends to remain in the current position.

[0050] It is worth mentioning that the braking system 600 may be configured as, but is not limited to, a drive-by-wire hydraulic braking system 600, and the structure of the braking system 600 is not limited here.

[0051] In some embodiments, the decoupling simulation device 720 is adapted to connect the braking system 600 to the pedal 710 in a coupling mode so that the braking system 600 outputs a force to the pedal 710.

[0052] Thus, the decoupling simulation device 720 can not only control the disconnection of the braking system 600 and the pedal 710, but also control their connection. In coupling mode, the braking system 600 and the pedal 710 are directly connected, allowing the driver to directly feel the force feedback from the braking system 600 through the pedal 710. This direct feedback helps the driver accurately judge the magnitude and changes in braking force. The driver can depress the pedal 710 to drive the braking system 600, causing the vehicle 100 to slow down.

[0053] In some embodiments, the decoupling simulation device 720 includes a first clutch 726, which is adapted to disconnect the braking system 600 from the pedal 710 in a decoupling simulation mode and to connect the braking system 600 to the pedal 710 in a coupling mode.

[0054] It is understood that the first clutch 726 can connect the braking system 600 and the pedal 710 to enable power transmission between the pedal 710 and the braking system 600, and can also disconnect the braking system 600 and the pedal 710 to cut off power transmission between them. Thus, the first clutch 726 can switch the connection state between the braking system 600 and the pedal 710 in different modes of the decoupling simulation device 720.

[0055] In coupling mode, the first clutch 726 can be directly or indirectly connected to the pedal 710 and the braking system 600 via other components of the decoupling simulation device 720. The components of the first clutch 726 that engage and disengage can be rotating or linearly moving, without limitation. The first clutch 726 can be configured as, but is not limited to, a mechanical clutch, an electric clutch, a hydraulic clutch, and a pneumatic clutch, without limitation.

[0056] In some other embodiments, the decoupling simulation device 720 includes a first clutch 726 adapted to disconnect the braking system 600 from the pedal 710 in a decoupling simulation mode. In one example, the decoupling simulation device 720 further includes a second clutch adapted to engage the braking system 600 from the pedal 710 in a coupling mode, and the first clutch 726 and the second clutch are not the same component.

[0057] In some other embodiments, the decoupling simulation device 720 includes a first clutch 726 adapted to engage the braking system 600 with the pedal 710 in a coupled mode. In one example, the decoupling simulation device 720 further includes a third clutch adapted to disengage the braking system 600 from the pedal 710 in a decoupling simulation mode, and the first clutch 726 and the third clutch are not the same component.

[0058] There are many ways in which the decoupling simulation device 720 outputs pedal-feel simulation force to the pedal 710 in the decoupling simulation mode. In some embodiments, the decoupling simulation device 720 also includes a driver 721, which is adapted to output pedal-feel simulation force to the pedal 710 in the decoupling simulation mode.

[0059] In some embodiments, it is suitable to stop operating in the coupling mode. In this way, the influence of the actuator 721 on the pedal 710 can be reduced when the braking system 600 feeds back force to the pedal 710.

[0060] However, this design is not limited to this. In some other embodiments, the decoupling simulation device 720 also includes an elastic element. In the decoupling simulation mode, when the driver depresses the pedal 710, the elastic element can deform to output a pedal-feel simulation force to the pedal 710. In the coupling mode, the elastic element is disconnected from the pedal 710. The elastic element may be configured as a torsion spring or a leaf spring, etc., and is not limited thereto.

[0061] In some embodiments, the driver 721 is a stepper motor. Thus, the output torque of the driver 721 is continuously controllable, and for the same pedal stroke 710, the pedal feel simulation force can be set according to actual needs, realizing personalized pedal feel required for different vehicle models or different drivers, so that the pedal feel felt by the driver is neither too hard nor too soft.

[0062] For example, the actuator 721 can provide three pedal feel types: standard pedal feel, comfort pedal feel, and sport pedal feel, to accommodate the brake pedal 710 needs of drivers with different styles, achieving the goal of personalized pedal feel design. For instance, with the same brake pedal 710 travel, the simulated pedal force corresponding to the comfort, standard, and sport pedal feel increases sequentially; or, in the curve of brake pedal 710 travel and simulated pedal force, with the same brake pedal 710 travel, the slope of the comfort, standard, and sport pedal feel increases sequentially.

[0063] It is worth mentioning that, in one example, the stepper motor can also return the pedal 710 to its original position. That is, after the driver presses the pedal 710 to move the pedal 710 in the first direction, the driver releases the pedal 710, and under the drive of the stepper motor, the pedal 710 can move in the opposite direction to the first direction to complete the reset of the pedal 710.

[0064] However, this design is not limited to this. In some other embodiments, the driver 721 may also be configured as a servo motor or other component, as long as the driving component can adjust the magnitude of the output force.

[0065] There are many ways in which the first clutch 726 is connected to the pedal 710. In some embodiments, the decoupling simulation device 720 further includes a first push rod 725. The first clutch 726 is adapted to be connected to the pedal 710 via the first push rod 725, and the driver 721 is adapted to output pedal feel simulation force to the pedal 710 via the first push rod 725 in the decoupling simulation mode.

[0066] In decoupled simulation mode, the actuator 721 is indirectly connected to the pedal 710 via the first push rod 725. It can be understood that the first push rod 725 acts as an adapter, allowing for more flexible arrangement of the relative positions of the actuator 721 and the pedal 710. Of course, other adapters can be used instead of the first push rod 725; this is not a limitation.

[0067] Furthermore, the first push rod 725 also functions as a connector for the first clutch 726 to the pedal 710. In coupling mode, the first push rod 725 can be connected to the braking system 600 via the clutch. It can be understood that in this case, the braking system 600 can feedback force to the pedal 710 via the first push rod 725.

[0068] Thus, the first push rod 725 not only acts as a converter for the driver 721 to drive the pedal 710 in the decoupling simulation mode, but also acts as a converter for the braking system 600 to feed back force to the pedal 710 in the coupling mode, which makes the structure of the decoupling simulation device 720 more streamlined.

[0069] Furthermore, it is worth mentioning that, in one example, in the coupling mode, the driver presses and releases pedal 710 to push and pull the first push rod 725. When the user presses pedal 710, pedal 710 rotates. The first push rod 725 can be connected to pedal 710 via, but is not limited to, a crank-slider mechanism, which can convert the linear motion of the first push rod 725 into the rotation of pedal 710. Of course, the first push rod 725 can also be connected to pedal 710 via other components; this is not limited here, as long as the component can convert the linear motion of the first push rod 725 into the rotation of pedal 710. The braking system 600 includes a second push rod 610. A first clutch 726 is adapted to connect to the braking system 600 via the second push rod 610. In the coupling mode, the first clutch 726 connects the first push rod 725 and the second push rod 610 together, so that the braking system 600 can feedback force to the pedal 710 via the second push rod 610 and the first push rod 725, and so that the force applied by the driver to the pedal 710 can be transmitted to the braking system 600 via the first push rod 725 and the second push rod 610, so that the braking system 600 starts to work and generates braking force to brake the vehicle 100. The first push rod 725 and the second push rod 610 are arranged sequentially in the extending direction of the first push rod 725.

[0070] In some other embodiments, the decoupling simulation device 720 further includes a first push rod 725, and a first clutch 726 is adapted to be connected to the pedal 710 via the first push rod 725. In one example, the decoupling simulation device 720 further includes a first adapter, and a driver 721 is adapted to output pedal-feel simulation force to the pedal 710 via the first adapter in decoupling simulation mode. The first adapter and the first push rod 725 are not the same component.

[0071] In some other embodiments, the decoupling simulation device 720 further includes a first push rod 725, through which the driver 721 is adapted to output a pedal-feel simulation force to the pedal 710 in decoupling simulation mode. In one example, the decoupling simulation device 720 further includes a second adapter, through which a first clutch 726 is adapted to be connected to the pedal 710. The second adapter and the second push rod 725 are not the same component.

[0072] There are many ways in which the driver 721 drives the first push rod 725. In some embodiments, the decoupling simulation device 720 further includes a transmission assembly 722, which is driveably connected to the first push rod 725. The driver 721 is adapted to output a pedal-feel simulation force to the pedal 710 via the transmission assembly 722 and the first push rod 725 in the decoupling simulation mode. It can be understood that the driver 721 indirectly drives the first push rod 725 through the transmission assembly 722. However, this design is not limited to this. In some other embodiments, the driver 721 can be configured as a linear motor to directly drive the first push rod 725.

[0073] The transmission assembly 722 has many structural forms. In some embodiments, the transmission assembly 722 includes a gear 723 and a rack 724 adapted to mesh with each other; wherein, one of the gear 723 and the rack 724 is connected to the driver 721, and the other of the gear 723 and the rack 724 is connected to the first push rod 725. In one example, the rack 724 is disposed on the first push rod 725, and the length direction of the rack 724 is consistent with the length direction of the first push rod 725; the gear 723 is disposed on the output shaft of the driver 721.

[0074] However, this design is not limited to this. In some other embodiments, the transmission assembly 722 includes multiple connecting rods. The multiple connecting rods can be hinged according to the actual situation. The driving member drives the first push rod 725 by driving the multiple connecting rods. The arrangement of the multiple connecting rods can be, but is not limited to, referring to relevant technologies, as long as it enables the driving member to drive the first push rod 725 to push and pull. It will not be elaborated in detail here.

[0075] According to a second aspect of this disclosure, a decoupled pedal system 700 is provided, which includes the aforementioned decoupling simulation device 720 and pedal 710. The decoupled pedal system 700 possesses all the beneficial effects of the aforementioned decoupling simulation device 720, which will not be elaborated further herein.

[0076] According to a third aspect of this disclosure, a vehicle 100 is provided, which includes the aforementioned decoupling simulation device 720 or decoupling pedal system 700. The vehicle 100 possesses all the beneficial effects of the aforementioned decoupling simulation device 720 or the aforementioned decoupling pedal system 700, which will not be elaborated further herein.

[0077] The vehicle 100 may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0078] In one example, such as Figure 2 and 3The diagram shows a decoupled pedal system 700 proposed in this patent. This system mainly includes a pedal 710, a first push rod 725, a stepper motor, a gear 723, a rack 724, and an electric clutch. The braking system 600 is connected to the decoupled pedal system 700 via the second push rod 610.

[0079] like Figure 2 As shown, when braking is normal, the braking system 600 operates normally, the electric clutch of the decoupled pedal system 700 is engaged, and the stepper motor is not working. When the driver presses the pedal 710, the force applied by the driver is transmitted to the braking system 600 through the first push rod 725 and the second push rod 610. The braking system 600 then begins to work, generating braking force to brake the vehicle 100, while simultaneously generating pedal feel that is transmitted to the driver, providing a normal pedal feel.

[0080] like Figure 3 As shown, when the brakes fail, the braking system 600 fails and does not work, unable to generate braking force or provide pedal feel. At this time, the electric clutch is disengaged, and the first push rod 725 and the second push rod 610 are disconnected. When the driver presses the pedal 710, it pushes the first push rod 725 to move, the stepper motor works, outputs torque, and transmits it to the driver through the gear 723 and rack 724 to generate the pedal feel.

[0081] Specifically, when the driver presses pedal 710, the stepper motor rotates forward, outputting positive torque opposite to the rotation direction of pedal 710, generating a braking damping force. When the driver releases pedal 710, the stepper motor rotates in reverse, outputting reverse torque opposite to the rotation direction of pedal 710, pushing pedal 710 back to its original position. When the driver holds pedal 710 in a certain position, the stepper motor can output torque to prevent pedal 710 from rotating, keeping pedal 710 in the driver's desired position. Thus, after brake failure, the decoupled pedal system 700 is in decoupled simulation mode, which can simulate pedal feel through the stepper motor, ensuring the driver's comfort when pressing pedal 710.

[0082] Furthermore, in the event of a brake system 600 failure, the decoupled pedal system 700 utilizes a stepper motor to generate pedal feel. Since the output torque of the stepper motor is continuously controllable, different pedal feels can be achieved by controlling the output torque of the stepper motor. For example... Figure 5 As shown, after brake failure, we can design different styles (comfort / standard / sport) of pedal feel to suit the pedal feel needs of different driving styles, achieving the goal of personalized pedal feel design after brake failure.

[0083] In some embodiments, the vehicle 100 further includes a braking system 600 and a control system 200, the control system 200 being adapted to control the decoupling simulation device 720 to enter a decoupling simulation mode when the braking system 600 fails.

[0084] When the braking system 600 fails, the decoupling simulation device 720 can enter the decoupling simulation mode to disconnect the braking system 600 from the pedal 710. After the failed braking system 600 is disconnected from the pedal 710, the force returned to the driver by the pedal 710 when the driver presses the pedal 710 will not be affected by the failed braking system 600.

[0085] In some embodiments, if the decoupling simulation mode is entered, the control system 200 is adapted to control the braking system 600 to disconnect from the pedal 710 and control the output of the pedal-feel simulation force to the pedal 710.

[0086] The decoupling simulation device 720 outputs a pedal feel simulation force to the pedal 710, which allows the driver to maintain the pedal feel of pressing the pedal 710 even when the braking system 600 fails. This reduces the driver's abnormal feeling when pressing the pedal 710, lowers the driver's perception of the braking system 600 failure, and thus reduces the risk to the driver of driving the vehicle 100.

[0087] It is understood that when the force applied by the driver to the pedal 710 is greater than the pedal-sensing simulated force, the pedal 710 tends to move in the first direction; when the force applied by the driver to the pedal 710 is less than the pedal-sensing simulated force, the pedal 710 tends to move in the opposite direction to the first direction; and when the force applied by the driver to the pedal 710 is equal to the pedal-sensing simulated force, the pedal 710 tends to remain in the current position.

[0088] In some embodiments, the decoupling simulation device 720 further includes a first clutch 726, and the control system 200 is also adapted to control the first clutch 726 to be in a disengaged state during the decoupling simulation mode so as to disconnect the braking system 600 from the pedal 710.

[0089] It is understood that the first clutch 726 can separate the braking system 600 and the pedal 710 to cut off the power transmission between the pedal 710 and the braking system 600. The first clutch 726 may be configured as, but is not limited to, a mechanical clutch, an electric clutch, a hydraulic clutch, and a pneumatic clutch, etc., and no limitation is made here.

[0090] There are many ways in which the decoupling simulation device 720 outputs pedal-feel simulation force to the pedal 710 in the decoupling simulation mode. In some embodiments, the decoupling simulation device 720 also includes a driver 721, and the control system 200 is also adapted to control the driver 721 to operate in order to output pedal-feel simulation force to the pedal 710.

[0091] However, this design is not limited to this. In some other embodiments, the decoupling simulation device 720 also includes an elastic element. In the decoupling simulation mode, when the driver depresses the pedal 710, the elastic element can deform to output a pedal-feel simulation force to the pedal 710. In the coupling mode, the elastic element is disconnected from the pedal 710. The elastic element may be configured as a torsion spring or a leaf spring, etc., and is not limited thereto.

[0092] In some embodiments, the decoupling simulation device 720 further includes a first push rod 725, a first clutch 726 adapted to connect the pedal 710 via the first push rod 725, and the control system 200 is also adapted to control the driver 721 in the decoupling simulation mode such that the driver 721 controls the first push rod 725 to output pedal feel simulation force to the pedal 710.

[0093] In decoupled simulation mode, the actuator 721 is indirectly connected to the pedal 710 via the first push rod 725. It can be understood that the first push rod 725 acts as an adapter, allowing for more flexible arrangement of the relative positions of the actuator 721 and the pedal 710. Of course, other adapters can be used instead of the first push rod 725; this is not a limitation.

[0094] Furthermore, the first push rod 725 also functions as a connector for the first clutch 726 to the pedal 710. In coupling mode, the first push rod 725 can be connected to the braking system 600 via the clutch. It can be understood that in this case, the braking system 600 can feedback force to the pedal 710 via the first push rod 725.

[0095] Thus, the first push rod 725 not only acts as a converter for the driver 721 to drive the pedal 710 in the decoupling simulation mode, but also acts as a converter for the braking system 600 to feed back force to the pedal 710 in the coupling mode, which makes the structure of the decoupling simulation device 720 more streamlined.

[0096] Furthermore, it is worth mentioning that, in one example, in the coupled mode, the driver presses and releases pedal 710 to push and pull the first push rod 725. When the user presses pedal 710, pedal 710 rotates. The first push rod 725 can be connected to pedal 710 via, but is not limited to, a crank-slider mechanism, which can convert the linear motion of the first push rod 725 into the rotation of pedal 710. Of course, the first push rod 725 can also be connected to pedal 710 via other components; this is not limited, as long as the component can convert the linear motion of the first push rod 725 into the rotation of pedal 710. The braking system 600 includes a second push rod 610, and a first clutch 726 is adapted to be connected to the braking system 600 via the second push rod 610. In the coupled mode, the first clutch 726 connects the first push rod 725 and the second push rod 610 together, so that the braking system 600 can feedback force to pedal 710 through the second push rod 610 and the first push rod 725. In the extension direction of the first push rod 725, the first push rod 725 and the second push rod 610 are arranged sequentially.

[0097] In some other embodiments, the decoupling simulation device 720 further includes a first push rod 725, and a first clutch 726 is adapted to be connected to the pedal 710 via the first push rod 725. In one example, the decoupling simulation device 720 further includes a first adapter, and a driver 721 is adapted to output pedal-feel simulation force to the pedal 710 via the first adapter in decoupling simulation mode. The first adapter and the first push rod 725 are not the same component.

[0098] In some other embodiments, the decoupling simulation device 720 further includes a first push rod 725, through which the driver 721 is adapted to output a pedal-feel simulation force to the pedal 710 in decoupling simulation mode. In one example, the decoupling simulation device 720 further includes a second adapter, through which a first clutch 726 is adapted to be connected to the pedal 710. The second adapter and the second push rod 725 are not the same component.

[0099] In one embodiment, the decoupling simulation device 720 further includes a transmission component 722, which is tractively connected to the first push rod 725. The control system 200 is also adapted to control the driver 721 in the decoupling simulation mode so that the driver 721 controls the transmission component 722 and the first push rod 725 to output pedal-feel simulation force to the pedal 710.

[0100] It is understood that the driver 721 indirectly drives the first push rod 725 through the transmission assembly 722. However, this design is not limited to this; in some other embodiments, the driver 721 may be configured as a linear motor to directly drive the first push rod 725.

[0101] The transmission assembly 722 has many structural forms. In some embodiments, the transmission assembly 722 includes a gear 723 and a rack 724 adapted to mesh with each other; wherein, one of the gear 723 and the rack 724 is connected to the driver 721, and the other of the gear 723 and the rack 724 is connected to the first push rod 725. In one example, the rack 724 is disposed on the first push rod 725, and the length direction of the rack 724 is consistent with the length direction of the first push rod 725; the gear 723 is disposed on the output shaft of the driver 721.

[0102] However, this design is not limited to this. In some other embodiments, the transmission assembly 722 includes multiple connecting rods. The multiple connecting rods can be hinged according to the actual situation. The driving member drives the first push rod 725 by driving the multiple connecting rods. The arrangement of the multiple connecting rods can be, but is not limited to, referring to relevant technologies, as long as it enables the driving member to drive the first push rod 725 to push and pull. It will not be elaborated in detail here.

[0103] After the vehicle 100 experiences brake failure, a pedal feel is generated using a driver 721, such as a stepper motor. Since the output torque of the stepper motor is continuously controllable, different pedal feels can be achieved by controlling the output torque of the stepper motor. Figure 5 As shown, after brake failure, different pedal feels, such as comfort, standard, and sport, can be designed to suit the brake pedal 710 needs of drivers with different styles, achieving the goal of personalized pedal feel design after brake failure. For example, with the same brake pedal 710 travel, the simulated pedal force corresponding to the comfort, standard, and sport pedal feels increases sequentially; or, in the curve of pedal 710 travel and simulated pedal force, with the same brake pedal 710 travel, the slope of the comfort, standard, and sport pedal feels increases sequentially.

[0104] In some embodiments, the vehicle 100 further includes at least one wheel 500 and at least one drive unit 300 adapted to drive the at least one wheel 500, wherein the control system 200 is further adapted to control the at least one drive unit 300 to generate regenerative braking torque when the braking system 600 fails.

[0105] Thus, even if the braking system 600 fails, the vehicle 100 can still apply regenerative braking torque to the wheels 500 through the drive unit 300, thereby reducing the speed of the vehicle 100 and achieving braking of the vehicle 100.

[0106] In one example, vehicle 100 includes four wheels 500 and four drive units 300, each drive unit 300 corresponding to one vehicle 100. The four wheels 500 include two front wheels 500 and two rear wheels 500. The two front wheels 500 include a left front wheel 500 and a right front wheel 500, and the two rear wheels 500 include a left rear wheel 500 and a right rear wheel 500. In the event of a failure of the braking system 600, the braking force of vehicle 100 is provided at least by the regenerative braking torque generated by the four drive units 300. Furthermore, the drive units 300 may, but are not limited to, be configured as wheel-side motors.

[0107] It is worth mentioning that, in some other examples, the number of drive units 300 can be set to one, which controls the rotation of the two front wheels 500 of the vehicle 100, or controls the rotation of the two rear wheels 500 of the vehicle 100. The number of drive units 300 can also be set to two, with one drive unit 300 controlling the rotation of the two front wheels of the vehicle 100 and the other drive unit 300 controlling the rotation of the two rear wheels of the vehicle 100. The number of drive units 300 can also be set to three, with one drive unit 300 controlling the rotation of the two front wheels of the vehicle 100, and the other two drive units 300 each controlling the rotation of the two rear wheels of the vehicle 100.

[0108] In some embodiments, the vehicle 100 further includes a plurality of wheels 500, the plurality of wheels 500 including two wheels 500 arranged along the width direction of the vehicle 100; wherein the control system 200 is further adapted to control the two wheels 500 to be in a braking posture when the braking system 600 fails and the failed braking is an emergency braking.

[0109] Thus, when the braking system 600 fails and the failed braking is an emergency braking, the vehicle 100 not only applies regenerative braking torque to the wheels 500 through the drive device 300 to reduce the speed of the vehicle 100 and thus achieve braking, but can also further reduce the speed of the vehicle 100 by controlling the braking attitude of the vehicle wheels 500, thereby achieving braking of the vehicle 100.

[0110] In some embodiments, the vehicle 100 further includes a steering device 400 connected to the two wheels 500; wherein the control system 200 is also adapted to control the steering device 400 to control the two wheels 500 in a braking posture when the braking system 600 fails and the failed braking is an emergency braking.

[0111] In one example, vehicle 100 includes four wheels 500 and four drive units 300, with one drive unit 300 corresponding to one vehicle 100. Vehicle 100 also includes a steering device 400, which includes two steering motors 410, each of which controls the steering of two rear wheels 500 to control the attitude of the wheels 500.

[0112] Failure braking includes conventional braking and emergency braking. It can be understood that the braking force generated by vehicle 100 during emergency braking is greater than the braking force generated during conventional braking.

[0113] During normal braking, the braking force of vehicle 100 is provided by the regenerative braking torque generated by the four drive units 300. The maximum braking force that can be generated during normal braking is F1. During emergency braking, the braking force of vehicle 100 is not only provided by the regenerative braking torque generated by the four drive units 300, but also by the additional braking force generated by the friction of the two rear wheels 500 against the ground when the steering motor 410 drives the two rear wheels 500. The maximum braking force during this stage can reach F2, which is greater than F1.

[0114] In this way, sufficient braking force can be guaranteed throughout the entire braking stroke range to meet the driver's braking needs.

[0115] like Figure 4 and Figure 6 The diagram shows the principle of the additional braking force generated by the steering device 400. When the brakes fail and the driver applies the emergency brake by pressing the pedal 710, one steering motor 410 of the steering device 400 controls the left rear wheel to turn to the left, and the other steering motor 410 controls the right rear wheel to turn to the right, forming a "figure-eight" steering pattern. The ground exerts a tire force F3 on the left rear wheel and a tire force F4 on the right rear wheel. The components of tire forces F3 and F4 in the y-direction are Fy1 and Fy2, and the components in the x-direction are Fx1 and Fx2. Fy1 and Fy2 are equal in magnitude and opposite in direction, thus canceling each other out. Fx1 and Fx2 constitute the additional braking force generated by the rear wheel steering, which can assist the vehicle 100 in braking after brake failure.

[0116] In some embodiments, the control system 200 is also adapted to acquire the current state parameters of the vehicle 100 and determine whether the braking system 600 has failed and / or whether the failed braking is an emergency braking based on the current state parameters of the vehicle 100.

[0117] Specifically, if the state parameters of vehicle 100 include the state parameters of pedal 710, the following explanation will be based on the state parameters of pedal 710 including pedal 710 travel. If the pedal 710 travel is less than the emergency braking travel corresponding to emergency braking, the braking system 600 is determined to have failed, i.e., conventional braking has failed. If the pedal 710 travel is greater than or equal to the emergency braking travel but less than the maximum travel of pedal 710, the braking system 600 is determined to have failed, and the failed braking is the emergency braking. Otherwise, the braking system 600 is determined not to have failed. In some cases, the state parameters of pedal 710 may include pedal 710 vibration, in addition to pedal 710 travel.

[0118] In some cases, the failure of the braking system 600 can be determined based on its status parameters. In other cases, the failure of the braking system 600 can be determined by combining the status parameters of the pedal 710 and the status parameters of the braking system 600.

[0119] There are many types of current state parameters for vehicle 100. In some embodiments, the current state parameters of vehicle 100 include the state parameters of pedal 710 and / or the state parameters of braking system 600.

[0120] In some embodiments, the state parameters of the pedal 710 include the pedal 710 travel. In some cases, the state parameters of the pedal 710 may include, in addition to the pedal 710 travel, pedal 710 vibration, etc.

[0121] In some embodiments, the control system 200 is further configured to determine that the braking system 600 has failed if the travel of the pedal 710 is less than the emergency braking travel corresponding to the emergency braking; if the travel of the pedal 710 is greater than or equal to the emergency braking travel and less than the maximum travel, determine that the braking system 600 has failed and the failed braking is an emergency braking; otherwise, determine that the braking system 600 has not failed.

[0122] Among them, such as Figure 6 As shown, the emergency braking travel is S1, which is the threshold corresponding to emergency braking, or it can also be understood as the minimum travel of emergency braking; the maximum travel of emergency braking is S2. When the travel of pedal 710 is less than the minimum travel S1 corresponding to emergency braking, it is defined as the failure of conventional braking stage, that is, the braking system 600 is determined to have failed; when the travel of pedal 710 is greater than or equal to the minimum travel S1 corresponding to emergency braking, but less than the maximum travel S2, it is defined as the failure of emergency braking stage, that is, the braking system 600 is determined to have failed and the failure control is emergency braking; where S1 is the threshold of emergency braking, that is, when the driver presses the brake pedal 710 very deeply (greater than S1), it means that the driver needs to brake urgently and requires a large braking force.

[0123] In some embodiments, the control system 200 is also adapted to control the decoupling simulation device 720 to enter a coupling mode when the braking system 600 is not faulty. This establishes a force transmission path between the braking system 600 and the pedal 710.

[0124] In some embodiments, when entering the coupling mode, the control system 200 is adapted to control the connection between the braking system 600 and the pedal 710, so that the braking system 600 outputs a force to the pedal 710. In this way, the braking force of the vehicle 100 can be increased by the braking system 600, and the braking system 600 feeds back a force to the pedal 710 so that the driver has a pedal feel when pressing the pedal 710.

[0125] In some embodiments, the decoupling simulation device 720 further includes a first clutch 726 and a driver 721. The control system 200 controls the first clutch 726 to be engaged, thereby connecting the braking system 600 to the pedal 710, causing the braking system 600 to output force to the pedal 710, and controlling the driver 721 to be inactive. Thus, when the braking system 600 provides feedback force to the pedal 710, the influence of the driver 721 on the pedal 710 can be reduced.

[0126] Based on the above embodiments, this application provides a braking control method, which is applied to a vehicle 100 and specifically executed by the vehicle 100's control system 200. For example... Figure 7 As shown, the control method includes the following steps.

[0127] Step 101: Obtain the current status parameters of vehicle 100.

[0128] The current state parameters of vehicle 100 include the state parameters of pedal 710 and / or the state parameters of braking system 600. The state parameters of pedal 710 include pedal travel.

[0129] Step 102: Determine whether the braking system 600 has failed based on the current state parameters of the vehicle 100.

[0130] The braking failure determination module can be used to determine whether the braking system 600 has failed based on the current state parameters of the vehicle 100.

[0131] The brake failure determination module is also integrated into the vehicle 100. The brake failure determination module can be a hardware module in the vehicle 100; it can also be a software module in the vehicle 100, for example, using a computer program to implement the function of the brake failure determination module; or it can even be a module implemented by combining software and hardware in the vehicle 100. There are no specific limitations.

[0132] Specifically, if the state parameters of vehicle 100 include the state parameters of pedal 710, the following explanation will be based on the state parameters of pedal 710 including pedal 710 travel. If the pedal 710 travel is less than the emergency braking travel corresponding to emergency braking, the braking system 600 is determined to have failed, i.e., conventional braking has failed. If the pedal 710 travel is greater than or equal to the emergency braking travel but less than the maximum travel of pedal 710, the braking system 600 is determined to have failed, and the failed braking is the emergency braking. Otherwise, the braking system 600 is determined not to have failed. In some cases, the state parameters of pedal 710 may include pedal 710 vibration, in addition to pedal 710 travel.

[0133] In some cases, the failure of the braking system 600 can be determined based on its status parameters. In other cases, the failure of the braking system 600 can be determined by combining the status parameters of the pedal 710 and the status parameters of the braking system 600.

[0134] If the braking system 600 is not faulty, proceed to steps 103 to 105; if the braking system 600 is faulty, proceed to step 106.

[0135] Step 103, when the braking system 600 is not malfunctioning, controls the first clutch 726 to be engaged so that the braking system 600 is connected to the pedal 710.

[0136] Step 104: Control driver 721 is not working.

[0137] The execution order of steps 103 and 104 is not important. In other cases, steps 103 can be executed first, then steps 104, or steps 103 and 104 can be executed in parallel.

[0138] Step 105: Control the braking system 600 to brake normally.

[0139] Since the braking system 600 is connected to the pedal 710, braking force is provided through the braking system 600, and a pedal feel is generated by outputting force to the pedal 710.

[0140] Step 106: Determine if it is an emergency braking situation.

[0141] If it is not an emergency braking, proceed to steps 107 to 109; if it is an emergency braking, proceed to steps 110 to 113.

[0142] Step 107: Control the first clutch 726 to be in the disengaged state.

[0143] When the first clutch 726 is disengaged, the braking system 600 is connected to the pedal 710.

[0144] Step 108: Control the driver 721 to operate.

[0145] The control system 200 controls the driver 721 to operate, so as to output pedal-feel analog force to the pedal 710, providing the driver with pedal feel.

[0146] Step 109: Control at least one drive device 300 to generate regenerative braking torque.

[0147] The drive unit 300 can be a wheel-side motor, controlling at least one wheel-side motor to engage. In this embodiment, four wheel-side motors are controlled to engage, thereby generating regenerative braking torque using a four-motor independent drive system to provide braking force for the vehicle 100.

[0148] The execution order of steps 108 to 109 is not important. In other cases, step 109 can be executed first, followed by step 108, or steps 108 and 109 can be executed in parallel.

[0149] Steps 107 to 109 correspond to the failure braking phase, where the failure braking force of vehicle 100 is entirely provided by the regenerative braking torque generated by the four-wheel-side motors. For example... Figure 6 As shown, this stage corresponds to the feedback torque region ①, and the maximum braking force in this stage is F1.

[0150] Step 110: Control the first clutch 726 to be in the disengaged state.

[0151] Step 111: Control the driver 721 to operate.

[0152] Step 112: Control at least one drive device 300 to generate regenerative braking torque.

[0153] Step 113: Control both wheels 500 to be in a braking posture.

[0154] Among them, the two wheels 500 can be the two rear wheels, that is, the steering device 400 that controls the rear wheels intervenes, controlling the two rear wheels to turn outwards to provide additional braking force. This force is superimposed on the braking force generated by the regenerative braking torque, further enhancing the braking force of the vehicle 100 and meeting the needs of emergency braking. This allows the vehicle 100 to complete emergency braking in a very short time and distance, enabling the vehicle 100 to complete braking more quickly.

[0155] Steps 110 to 113 correspond to the emergency braking failure phase. The failure braking force of vehicle 100 includes the regenerative braking torque generated by the four-wheel side motor drive and the additional braking force generated by the steering device 400 that controls the rear wheels, respectively corresponding to... Figure 6 The feedback torque region ② and the additional braking force region ③ are in the middle, and the maximum braking force in this stage can reach F2.

[0156] In this way, sufficient braking force can be guaranteed throughout the entire braking stroke range to meet the driver's braking needs.

[0157] Combination Figure 6 and Figure 7 As shown, in this embodiment of the application, a heterogeneous redundancy scheme is adopted, which uses two heterogeneous actuators, a four-motor independent drive system and a steering device 400 that controls the rear wheels, to provide sufficient braking force for the vehicle 100 after brake failure, so as to prevent the phenomenon of brake failure.

[0158] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0159] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0160] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0161] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A decoupling simulation device, characterized in that, One end of the decoupling simulation device is adapted to be connected to the braking system, and the other end of the decoupling simulation device is adapted to be connected to the pedal. The decoupling simulation device is adapted to disconnect the braking system from the pedal in the decoupling simulation mode and output pedal-feel simulation force to the pedal.

2. The decoupling simulation device according to claim 1, characterized in that, The decoupling simulation device is adapted to connect the braking system to the pedal in the coupling mode, so that the braking system outputs a force to the pedal.

3. The decoupling simulation device according to claim 2, characterized in that, The decoupling simulation device includes a first clutch; wherein the first clutch is adapted to disconnect the braking system from the pedal in the decoupling simulation mode, and / or to connect the braking system to the pedal in the coupling mode.

4. The decoupling simulation device according to claim 3, characterized in that, The decoupling simulation device further includes a driver; wherein the driver is adapted to output a pedal-feel simulation force to the pedal in the decoupling simulation mode.

5. The decoupling simulation device according to claim 4, characterized in that, The driver is adapted to stop operating in the coupling mode.

6. The decoupling simulation device according to claim 4, characterized in that, The driver is a stepper motor.

7. The decoupling simulation device according to claim 4, characterized in that, The decoupling simulation device further includes a first push rod; wherein the first clutch is adapted to be connected to the pedal via the first push rod, and / or the driver is adapted to output pedal-feel simulation force to the pedal via the first push rod in the decoupling simulation mode.

8. The decoupling simulation device according to claim 7, characterized in that, The decoupling simulation device further includes a transmission component, which is connected to the first push rod; wherein, the driver is adapted to output a pedal-feel simulation force to the pedal through the transmission component and the first push rod in the decoupling simulation mode.

9. The decoupling simulation device according to claim 8, characterized in that, The transmission assembly includes a gear and a rack adapted to mesh with each other; wherein one of the gear and the rack is connected to the driver, and the other of the gear and the rack is connected to the first push rod.

10. A decoupled pedal system, characterized in that, Includes the decoupled simulation device and pedal as described in any one of claims 1 to 9.

11. A vehicle, characterized in that, Includes the decoupled simulation device as described in any one of claims 1 to 9, or the decoupled pedal system as described in claim 10.

12. The vehicle according to claim 11, characterized in that, The vehicle also includes a braking system and a control system, the control system being adapted to control the decoupling simulation device to enter the decoupling simulation mode when the braking system fails.

13. The vehicle according to claim 12, characterized in that, If the decoupled simulation mode is entered, the control system is adapted to disconnect the braking system from the pedal and control the output of pedal-feel simulation force to the pedal.

14. The vehicle according to claim 13, characterized in that, The decoupling simulation device further includes a first clutch, and the control system is also adapted to control the first clutch to be in a disengaged state during the decoupling simulation mode, so as to disconnect the braking system from the pedal.

15. The vehicle according to claim 13, characterized in that, The decoupling simulation device also includes a driver, and the control system is further adapted to control the driver to operate in order to output a pedal-feel simulation force to the pedal.

16. The vehicle according to claim 12, characterized in that, The vehicle further includes at least one wheel and at least one drive unit adapted to drive at least one of the wheels, wherein the control system is also adapted to control the at least one drive unit to generate regenerative braking torque when the braking system fails.

17. The vehicle according to claim 16, characterized in that, The vehicle also includes a plurality of wheels, the plurality of wheels including two wheels arranged along the width direction of the vehicle; wherein the control system is further adapted to control the two wheels to be in a braking posture when the braking system fails and the failed braking is an emergency braking.

18. The vehicle according to claim 17, characterized in that, The vehicle also includes a steering device connected to the two wheels; wherein the control system is further adapted to control the steering device to control the two wheels in the braking posture when the braking system fails and the failed braking is an emergency braking.

19. The vehicle according to any one of claims 12-18, characterized in that, The control system is also adapted to acquire the current state parameters of the vehicle and determine whether the braking system has failed and / or whether the failed braking is an emergency braking based on the current state parameters of the vehicle.

20. The vehicle according to claim 19, characterized in that, The current state parameters of the vehicle include the state parameters of the pedals and / or the state parameters of the braking system.

21. The vehicle according to claim 20, characterized in that, The pedal's status parameters include pedal travel.

22. The vehicle according to claim 12, characterized in that, The control system is also adapted to control the decoupling simulation device to enter the coupling mode when the braking system has not failed.

23. The vehicle according to claim 22, characterized in that, When the coupling mode is entered, the control system is adapted to control the connection between the braking system and the pedal so that the braking system outputs a force to the pedal.

24. The vehicle according to claim 22, characterized in that, The decoupling simulation device further includes a first clutch and a driver. The control system controls the first clutch to be engaged so that the braking system is connected to the pedal, so that the braking system outputs force to the pedal, and controls the driver to not work.

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