A braking system for an unmanned formula racing car

Abstract

This utility model discloses a braking system for an unmanned Formula One race car, including an unmanned braking system and an emergency braking system. The unmanned braking system includes a servo mounting bracket fixed to the top of the front compartment of the chassis. A braking servo is mounted on one side of the mounting bracket, and a servo rocker arm with several holes is mounted on the other side. The other end of the servo rocker arm is connected to one end of an adjustable-length spherical bearing connecting rod, which is connected to the brake pedal. The unmanned braking spherical bearing connecting rod and the emergency braking cylinder are respectively connected to the brake pedal. In this unmanned braking system, the servo rocker arm holes and the length of the spherical bearing connecting rod are flexibly adjustable, simulating the pedal pressure of different drivers and meeting the braking requirements of different types of tracks. The emergency braking system adopts a single air cylinder, a single air tank, a manual reversing valve, and a solenoid valve air circuit design, which can effectively meet the lightweight requirements of the race car and facilitate its movement.

Description

Technical Field

[0001] This utility model belongs to the field of formula racing braking technology, specifically relating to a braking system for driverless formula racing cars. Background Technology

[0002] To promote the development of autonomous driving technology in China, various autonomous driving technology research and development platforms have been developed domestically, with the China Undergraduate Formula Student Autonomous Driving Competition being a crucial component. The steer-by-wire system for racing car chassis is key to realizing autonomous driving technology, and research on steer-by-wire braking systems is fundamental to achieving this. In the field of autonomous driving formula racing, traditional braking cannot achieve active braking and precise, rapid control of braking pressure; therefore, the braking system needs to be steer-by-wire. Thus, a steer-by-wire chassis is a basic requirement for achieving autonomous driving, and a steer-by-wire braking system is an important component of researching steer-by-wire chassis.

[0003] Current driverless Formula One racing cars mostly use wire-guided braking systems, which suffer from control accuracy deviations due to wire slippage. This leads to longer braking strokes and increased response delays, potentially posing safety hazards to the driver and vehicle. Steering linkage braking designs often employ a rigid connection between the servo arm and the brake servo, generating resistance that increases braking resistance and servo wear. Furthermore, the linkage configurations used are limited to a single combination, failing to utilize leverage ratios to generate varying torques in the servo arm to adapt to different track types.

[0004] In terms of existing emergency braking system designs, most domestic autonomous Formula racing cars adopt a dual-cylinder, dual-air-cylinder layout. This type of structure occupies a large space, making it difficult to install in the confined space of Formula Student racing cars, and it does not conform to the vehicle's lightweight design philosophy. In addition, most current autonomous Formula racing car braking systems use solenoid valves for pressure relief, requiring deep inside the car for operation, which is extremely inconvenient.

[0005] Therefore, there is an urgent need to develop a braking system for unmanned Formula One racing cars that combines high stability, adjustability, and lightweight characteristics to solve problems such as low control precision, structural redundancy, and excessive space occupation in existing technologies. Utility Model Content

[0006] The purpose of this invention is to provide a braking system for unmanned Formula One racing cars, in order to solve the problem that the linkage combination of existing unmanned braking systems is too simple, and that it is impossible to use the different torques generated by the rocker arm to adapt to the needs of different types of tracks. Furthermore, the emergency braking system often adopts a dual-cylinder arrangement, which takes up too much space.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] A braking system for an autonomous Formula One race car includes an autonomous braking system and an emergency braking system in an autonomous driving state. The autonomous braking system includes a servo mounting bracket fixed to the top of the front compartment of the chassis. A braking servo is provided on one side of the servo mounting bracket, and a servo rocker arm is provided on the other side. The servo rocker arm has several holes. The other end of the servo rocker arm is connected to one end of an adjustable-length fisheye bearing connecting rod. The other end of the fisheye bearing connecting rod is connected to a brake pedal, and the brake pedal is connected to an actuator.

[0009] Furthermore, the braking servo includes a servo output shaft, which passes through the servo mounting bracket and connects to the servo rocker arm. A bushing is installed on the servo output shaft, and a small hole is provided on the bushing. A set screw is screwed into the small hole to fix the bushing to the servo output shaft.

[0010] Furthermore, the bushing is provided with a flat keyway, and the flat keyway is provided with a flat key; the servo rocker arm is provided with a semi-circular arc-shaped keyway to connect the bushing and the servo rocker arm.

[0011] Furthermore, the bushing is equipped with two limiting E-shaped retaining rings to prevent the servo output shaft from sliding out of the servo rocker arm.

[0012] Furthermore, the actuator includes a hydraulic brake master cylinder and an air cylinder; the hydraulic brake master cylinder is connected to the brake pedal via a balance bar mechanism, and the air cylinder is fastened to the brake pedal with bolts.

[0013] Furthermore, the emergency braking system includes a pressure regulating device. One end of the pressure regulating device is connected to a manual reversing valve via a pneumatic pipeline. The manual reversing valve is connected to one end of a pressure sensor via a pneumatic pipeline. The other end of the pressure sensor is connected to one end of a normally open solenoid valve via a pneumatic pipeline. The other end of the normally open solenoid valve is connected to a cylinder via a pneumatic pipeline.

[0014] Furthermore, the pressure regulating device includes a gas cylinder, which is rigidly connected to a pressure reducing valve by means of threaded tightening, and the pressure reducing valve is rigidly connected to the pressure regulating valve by means of threaded tightening.

[0015] Furthermore, the manual directional valve is a two-position three-way manual directional valve, and the normally open solenoid valve is a two-position three-way normally open solenoid valve.

[0016] Furthermore, the gas cylinder is fixedly connected to the rear compartment side of the vehicle frame, the manual reversing valve is installed and fixed on the operation panel on the rear side of the vehicle frame, and the normally open solenoid valve is installed on the side of the vehicle frame cabin.

[0017] Furthermore, the gas cylinder is fixedly installed on the rear compartment side of the vehicle frame using a stainless steel hose clamp.

[0018] Compared with the prior art, the present invention has the following beneficial technical effects:

[0019] This invention provides a braking system for unmanned Formula One racing cars. The servo rocker arm adopts a multi-hole design. By selecting different combinations of hole positions and the length of the fisheye bearing connecting rod, the lever ratio of the servo output shaft and the brake pedal can be adjusted, thereby generating differentiated torque output within the servo rotation range. This allows the system to simulate the pedal pressure of different drivers in manned driving conditions in unmanned driving mode, meeting the braking requirements of different types of race tracks.

[0020] The emergency braking system uses a single air cylinder, a single air cylinder, a manual reversing valve, and a pneumatic pipeline design with a solenoid valve. Compared with the common dual-air cylinder emergency braking system, it can effectively reduce the weight of the vehicle and meet the requirements of lightweight racing cars.

[0021] The emergency braking system employs a two-position three-way manual directional valve in conjunction with a two-position three-way normally open solenoid valve. By opening and closing the manual directional valve on the control panel at the rear of the race car frame, the system can flexibly and conveniently switch between three braking states: manned braking, unmanned braking, and emergency braking. Simultaneously, without affecting the normal operation of the emergency braking system, the manual directional valve allows for flexible switching between braking and depressurization, facilitating race car movement while ensuring safety. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the unmanned braking system in an embodiment of this utility model.

[0023] Figure 2 This is a schematic diagram of the braking servo mechanism in an embodiment of this utility model.

[0024] Figure 3 This is a schematic diagram of the emergency braking system in an embodiment of the present invention.

[0025] In the diagram, 1. Servo mounting bracket; 2. Brake servo; 3. Servo rocker arm; 4. Fisheye bearing connecting rod; 5. Brake pedal; 6. Hydraulic brake master cylinder; 7. Cylinder; 8. Limiting E-ring; 9. Flat key; 10. Bushing; 11. Set screw; 12. Servo output shaft; 13. Frame; 14. Manual directional valve; 15. Pressure regulating valve; 16. Pressure reducing valve; 17. Gas cylinder; 18. Air pressure sensor; 19. Normally open solenoid valve; 20. Stabilizer bar mechanism; 21. Pneumatic piping. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] See Figure 1 This utility model provides a braking system for an unmanned Formula One race car, including an unmanned braking system and an emergency braking system in unmanned driving mode; the cylinder of the emergency braking system and the fisheye bearing connecting rod of the unmanned braking system are both fastened to the brake pedal by bolts, which can meet the switching between three states of the race car: manned driving, unmanned driving, and emergency braking.

[0029] The unmanned braking system includes a servo mounting bracket 1, a braking servo 2, a servo rocker arm 3, a fisheye bearing connecting rod 4, and a brake pedal 5. The servo mounting bracket 1 adopts a modular design and is fixed to the top of the front compartment of the vehicle frame 13 by welding, which not only realizes the quick installation and removal of the braking servo 2, but also ensures the integrated stability of the assembly structure. The braking servo 2 is fixedly connected to one side of the servo mounting bracket 1 by six bolts. On the other side of the servo mounting bracket 1, one end of the servo rocker arm 3 is provided with several holes. The other end of the servo rocker arm 3 is connected to one end of the fisheye bearing connecting rod 4 with adjustable length. The other end of the fisheye bearing connecting rod 4 is connected to the brake pedal 5, and the brake pedal 5 is connected to an actuator. The servo rocker arm 3 is equipped with several holes and connected to a fisheye bearing connecting rod 4 with an adjustable length. This can meet different braking effects under different racing tracks. By changing the length of the fisheye bearing connecting rod 4 and adjusting the different gears of the servo rocker arm 3, the lever ratio between the servo output shaft and the brake pedal can be adjusted, thereby generating differentiated torque output within the servo rotation range. This simulates the driver pressing the brake pedal 5 with different instantaneous forces in different dynamic events, thus meeting the braking requirements of different types of tracks under different working conditions.

[0030] See Figure 2 In some preferred embodiments of this utility model, the brake servo 2 includes a servo output shaft 12, which passes through the servo mounting bracket 1 and is connected to the servo rocker arm 3. A bushing 10 is installed on the servo output shaft 12. A small hole is provided on the bushing 10, and a set screw 11 is screwed into the small hole to generate a clamping force, so that the bushing 10 is fixed to the servo output shaft 12, ensuring that there is no relative sliding between the bushing 10 and the servo output shaft 12, which would cause it to fall off.

[0031] In some preferred embodiments of this invention, a free-travel structure is provided between the brake servo 2 and the servo rocker arm 3. Specifically, a semi-circular keyway is machined on the servo rocker arm 3, and a flat keyway is provided on the bushing 10. A flat key 9 is provided on the flat keyway, connecting the bushing 10 to the servo rocker arm 3. When the driver depresses the brake pedal 5, the semi-circular keyway of the servo rocker arm 3 engages with the flat key 9, allowing the servo output shaft 12 to rotate freely, ensuring that the driver is not interfered with by the brake servo 2 when depressing the brake pedal. When braking is in operation, the brake servo 2 is not connected to the vehicle's low-voltage power supply. When the driver depresses the brake pedal 5, the servo output shaft 12 cannot rotate freely, and the free-travel structure of the servo rocker arm 3 decouples manned and unmanned braking. When braking is unmanned, the brake servo 2 is connected to the vehicle's low-voltage power supply, and the servo output shaft 12 transmits the torque of the brake servo 2 through the flat key 9, driving the actuator to move and achieving braking and deceleration of the race car.

[0032] In some preferred embodiments of this utility model, in order to prevent the servo rocker arm 3 from sliding off the servo output shaft 12, two limiting E-shaped retaining rings 8 are installed on the bushing 10 to limit the servo rocker arm 3 from sliding off the axis of the bushing 10 and thus preventing it from falling off.

[0033] In some preferred embodiments of this utility model, the actuator includes a hydraulic brake master cylinder 6 and an air cylinder 7; the hydraulic brake master cylinder 6 is connected to the brake pedal 5 through a balance bar mechanism 20, and the air cylinder 7 is bolted to the brake pedal 5.

[0034] When the race car is in an unmanned deceleration and braking state, the torque of the brake servo 2 acts on the servo arm 3, which drives the fisheye bearing connecting rod 4 to move, and finally applies force to the brake pedal 5, causing the brake pedal 5 to rotate. This, in turn, generates braking pressure in the hydraulic brake master cylinder 6, allowing the race car to brake and decelerate. After braking is completed, the brake pedal 5 returns to its original position under the action of the hydraulic brake master cylinder 6.

[0035] In some preferred embodiments of this utility model, the main function of the emergency braking system is to provide braking force to the race car in emergency situations such as failure of the unmanned braking system, thereby ensuring the safety of the race car. The emergency braking system mainly consists of a normally open solenoid valve 19, a pressure sensor 18, a gas cylinder 17, a pressure reducing valve 16, a pressure regulating valve 15, a manual reversing valve 14, a cylinder 7, and a brake pedal 5.

[0036] The emergency braking system includes a pressure regulating device. One end of the pressure regulating device is connected to a manual reversing valve 14. The manual reversing valve 14 is connected to one end of a pressure sensor 18 via a pneumatic line 21. The other end of the pressure sensor 18 is connected to one end of a normally open solenoid valve 19 via a pneumatic line 21. The other end of the normally open solenoid valve 19 is connected to a pneumatic line 21 interface on the cylinder via a pneumatic line 21. Specifically, to control different states of the emergency braking system, a manually controlled two-position three-way manual reversing valve and a two-position three-way normally open solenoid valve are used. The manual reversing valve 14 is mounted on the control panel on the rear side of the racing car frame 13, and the normally open solenoid valve 19 is fixed to the side of the cockpit of the car frame 13. A pressure sensor 18 is installed between the manual reversing valve 14 and the normally open solenoid valve 19 to read the air pressure in the emergency braking pneumatic lines.

[0037] In some preferred embodiments of this utility model, the pressure regulating device includes a gas cylinder 17, which is rigidly connected to a pressure reducing valve 16, and the pressure reducing valve 16 is rigidly connected to a pressure regulating valve 15. The gas cylinder 17 is fixedly installed on the rear compartment side of the racing car frame 13 by a stainless steel hose clamp, and is pre-stored with 10 MPa high-pressure air by a high-pressure air pump. After the pressure is reduced and stabilized by the pressure reducing valve 16 and the pressure regulating valve 15, the gas is output.

[0038] To facilitate manual switching of the emergency braking system in both manned and unmanned driving scenarios, the manual reversing valve 14 and the normally open solenoid valve 19 require coordinated operation. Before the race car enters unmanned driving mode, the gas cylinder 17 switch and the manual reversing valve 14 switch need to be turned on. At this time, the normally open solenoid valve 19 is open, allowing gas to flow through the pneumatic pipeline to the cylinder 7, pushing the piston to pull down the brake pedal 5, thereby generating braking pressure. When the vehicle is powered by low voltage, the normally open solenoid valve 19 closes, and the gas in the cylinder 7 is discharged through the pressure relief port in the normally open solenoid valve 19. The brake pedal 5 will then be reset under the action of the hydraulic brake master cylinder 6, at which point the race car can enter unmanned driving mode and operate normally unmanned according to the instructions from the host computer. When the race car encounters an emergency, such as loss of signals from the host computer or ECU, disconnection of the safety circuit, or failure of sensor signals, the low-voltage power supply to the normally open solenoid valve 19 will be disconnected, causing the normally open solenoid valve 19 to return to its initial normally open state. At this time, the high-pressure gas in the gas cylinder can be conducted to the cylinder 7 through the pneumatic pipeline, pushing the piston to pull the brake pedal 5, thereby generating braking pressure to achieve emergency braking and ensure the safety of the race car in emergency situations.

[0039] After emergency braking, the race car is immobilized and cannot be moved manually. To facilitate movement after emergency braking, pressure is released through the manual directional valve 14 on the control panel at the rear of the race car frame 13. Closing the manual directional valve 14 allows the high-pressure gas in cylinder 7 to be discharged through the pressure relief port of the manual directional valve 14. The brake pedal 5 will then reset under the action of the hydraulic brake master cylinder 6, allowing the race car to be moved flexibly.

[0040] When the race car is driven, the emergency braking system is not required. At this time, the manual reversing valve 14 and the gas cylinder 17 switch should be closed. There will be no air pressure in the pneumatic line 21, so the emergency braking will not be triggered.

[0041] The above embodiments are merely specific examples to further illustrate the purpose, technical solution, and beneficial effects of this utility model, and this utility model is not limited thereto. Any modifications, equivalent substitutions, improvements, etc., made within the scope of this utility model are included within the protection scope of this utility model.

Claims

1. A braking system for an unmanned Formula One racing car, characterized in that, It includes an unmanned braking system and an emergency braking system; the unmanned braking system includes a servo mounting bracket (1), which is fixed to the top of the front compartment of the vehicle frame (13). A braking servo (2) is provided on one side of the servo mounting bracket (1), and a servo rocker arm (3) is provided on the other side. The servo rocker arm (3) has several holes. The other end of the servo rocker arm (3) is connected to one end of a fisheye bearing connecting rod (4) with adjustable length. The other end of the fisheye bearing connecting rod (4) is connected to a brake pedal (5). The brake pedal (5) is connected to an actuator.

2. The braking system for an unmanned Formula One racing car according to claim 1, characterized in that, The braking servo (2) includes a servo output shaft (12), which passes through the servo mounting bracket (1) and is connected to the servo rocker arm (3). A bushing (10) is installed on the servo output shaft (12). A small hole is provided on the bushing (10), and a set screw (11) is screwed into the small hole to fix the bushing (10) to the servo output shaft (12).

3. A braking system for an unmanned Formula One racing car according to claim 2, characterized in that, The bushing (10) is provided with a flat keyway, and a flat key (9) is provided on the flat keyway; the servo rocker arm (3) is provided with a semi-circular arc keyway, which cooperates with the flat key (9) of the bushing (10) to make the bushing (10) and the servo rocker arm (3) circumferentially limited and connected.

4. A braking system for an unmanned Formula One racing car according to claim 2, characterized in that, The bushing (10) is fitted with two limiting E-shaped retaining rings (8) to prevent the servo output shaft (12) from sliding out of the servo rocker arm (3).

5. A braking system for an unmanned Formula One racing car according to claim 2, characterized in that, The actuator includes a hydraulic brake master cylinder (6) and a cylinder (7); the hydraulic brake master cylinder (6) is connected to the brake pedal (5) through a balance bar mechanism (20), and the cylinder (7) is bolted to the brake pedal (5).

6. A braking system for an unmanned Formula One racing car according to claim 1, characterized in that, The emergency braking system includes a pressure regulating device. One end of the pressure regulating device is connected to a manual reversing valve (14) via a pneumatic pipeline (21). The manual reversing valve (14) is connected to one end of a pressure sensor (18) via a pneumatic pipeline (21). The other end of the pressure sensor (18) is connected to one end of a normally open solenoid valve (19) via a pneumatic pipeline (21). The other end of the normally open solenoid valve (19) is connected to the pneumatic pipeline (21) interface on the cylinder via a pneumatic pipeline (21).

7. A braking system for an unmanned Formula One racing car according to claim 6, characterized in that, The pressure regulating device includes a gas cylinder (17), which is rigidly connected to a pressure reducing valve (16) by threaded tightening, and the pressure reducing valve (16) is rigidly connected to a pressure regulating valve (15) by threaded tightening.

8. A braking system for an unmanned Formula One racing car according to claim 6, characterized in that, The manual directional valve (14) is a two-position three-way manual directional valve, and the normally open solenoid valve (19) is a two-position three-way normally open solenoid valve.

9. A braking system for an unmanned Formula One racing car according to claim 7, characterized in that, The gas cylinder (17) is fixedly connected to the rear compartment side of the frame (13), the manual reversing valve (14) is installed and fixed on the operation panel on the rear side of the frame (13), and the normally open solenoid valve (19) is installed on the cabin side of the frame (13).

10. A braking system for an unmanned Formula One racing car according to claim 9, characterized in that, The gas cylinder (17) is fastened to the steel pipe of the frame by a stainless steel hose clamp and is fixedly installed on the side of the rear compartment of the frame (13).

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