Human-computer interaction safety brake equipment suitable for automatic driving power system in complex road conditions

Abstract

The utility model belongs to the automatic driving safety brake technical field, concretely relates to the automatic driving power system man -machine interaction safety brake equipment suitable for complex road conditions, including brake casing, the side surface of brake casing is inlayed and installed with brake chamber, and the output of brake chamber is equipped with a group of brake block assembly respectively with the other side inner wall of brake casing, the side surface of brake casing is inlayed and installed with the push rod that is connected with this side brake block assembly. The utility model, long time can press brake pedal to the pressure sensor and exert pressure, when the pressure sensor receives pressure, pressure signal is transmitted to monostable trigger, monostable trigger receives the continuous pressure signal and reaches the set time, and monostable trigger will electric signal be transmitted to control switch and through control switch control push rod operation, when the driver loosens brake pedal because of jolt, push rod extends and drives brake block assembly to realize auxiliary emergency brake and moves to the direction of approaching brake disc transversely.

Description

Technical Field

[0001] This utility model belongs to the field of autonomous driving safety braking technology, specifically relating to a human-machine interaction safety braking device for autonomous driving power systems applicable to complex road conditions. Background Technology

[0002] The human-machine interaction safety braking device of the autonomous driving power system is a key component of the safety assurance system of autonomous vehicles. It integrates autonomous driving technology, power system control and human-machine interaction technology, and aims to ensure that when the autonomous driving system malfunctions or faces potential dangers under various complex working conditions, it can perform braking operations in a timely and accurate manner to protect the safety of the vehicle and its occupants.

[0003] When the driver depresses the brake pedal, the hydraulic fluid in the master cylinder is pressurized and transmitted through the brake lines to the piston in the brake caliper. Under hydraulic pressure, the piston moves outward, pushing the brake pads against the rotating brake disc. Friction is generated between the brake pads and the brake disc, which hinders the rotation of the brake disc, thus slowing or stopping the wheels and achieving vehicle braking.

[0004] Existing safety braking devices are prone to wheel slippage in complex road conditions during practical applications. Wheel slippage significantly reduces braking effectiveness, forcing drivers to maintain a prolonged and forceful press on the brake pedal to ensure safe deceleration or stopping. However, driving on such complex and uneven surfaces generates severe bumps. These bumps are transmitted to the driver's body through their feet, making it difficult to keep their foot firmly on the brake pedal. A slight miscalculation can cause the brake pedal to slip, creating a safety hazard. Utility Model Content

[0005] The purpose of this invention is to provide a human-machine interaction safety braking device for an autonomous driving power system suitable for complex road conditions. It aims to solve the problem in existing technologies where, to ensure safe deceleration or stopping of the vehicle in complex road conditions, the driver must continuously and forcefully press the brake pedal for an extended period. On such complex and uneven road surfaces, the vehicle experiences severe bumps. These bumps are transmitted to the driver's body through their feet, making it difficult for the driver to keep their foot stably on the brake pedal. A slight mishap can cause the brake pedal to release due to the bumps, leading to a safety hazard.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a human-machine interaction safety braking device for an autonomous driving power system suitable for complex road conditions, including a brake housing, a brake caliper fitted on the side surface of the brake housing, and a set of brake block assemblies respectively provided at the output end of the brake caliper and on the inner wall of the other side of the brake housing. A push rod connected to the brake block assembly on the side surface of the brake housing is fitted and installed. A first wire is connected to one end of the push rod. The other end of the first wire is connected to a terminal of a control switch. A second wire is connected to another terminal of the control switch. The other end of the second wire is connected to a terminal of a monostable multivibrator. A third wire is connected to another terminal of the monostable multivibrator. The end of the third wire is connected to a pressure sensor.

[0007] As a preferred embodiment of the human-machine interaction safety braking device for an autonomous driving power system applicable to complex road conditions, the control switch is electrically connected to the push rod via a first wire, and the control switch controls the push rod via the first wire when energized.

[0008] As a preferred embodiment of the human-machine interaction safety braking device for the autonomous driving power system applicable to complex road conditions, the pressure sensor is electrically connected to a monostable trigger via a third wire, and the monostable trigger is electrically connected to a control switch via a second wire.

[0009] As a preferred embodiment of the human-machine interaction safety braking device for an autonomous driving power system applicable to complex road conditions, the brake block assembly includes a brake block fixing shell, a friction block, a first helical tube, a second helical tube, a fixing bolt, and a positioning hole. The side surface of the brake block fixing shell has a groove that matches the size of the friction block, and the friction block is fitted into the groove of the brake block fixing shell.

[0010] As a preferred embodiment of the human-machine interaction safety braking device of the present invention for an autonomous driving power system applicable to complex road conditions, the side wall of the brake block fixing shell is connected to a first helical tube, the other side wall of the brake block fixing shell is connected to a second helical tube, the surface of the friction block is provided with a positioning hole, and the first helical tube, the second helical tube and the positioning hole are connected to a fixing bolt.

[0011] As a preferred embodiment of the human-machine interaction safety braking device of the autonomous driving power system applicable to complex road conditions, the first solenoid and the second solenoid coincide with the central axis of the positioning hole, the first solenoid and the second solenoid have the same diameter, the first solenoid and the fixing bolt are threadedly connected, and the second solenoid and the fixing bolt are threadedly connected.

[0012] Compared with the prior art, the beneficial effects of this utility model are: This invention allows pressure to be applied to a pressure sensor when the brake pedal is depressed for an extended period. When the pressure sensor receives pressure, it transmits a pressure signal to a monostable multivibrator. After receiving a continuous pressure signal for a set time, the monostable multivibrator transmits an electrical signal to a control switch, which in turn controls a push rod to move. When the driver releases the brake pedal due to a bump, the push rod extends and drives the brake pad assembly to move laterally towards the brake disc, thus providing auxiliary emergency braking. This prevents the driver from releasing the brake pedal due to a bump and causing a potential hazard.

[0013] In this invention, when the fixing bolt rotates inside the first and second spiral tubes and moves to the outside of the second spiral tube, the friction block is replaced with a new one. Then, the fixing bolt is inserted into the opening of the first spiral tube and rotated in the opposite direction. When the fixing bolt rotates in the opposite direction, it can move axially towards the second spiral tube. When the fixing bolt passes through the positioning hole and is threadedly connected to the second spiral tube, the new friction block can be fixed, thereby realizing the replacement of the friction block and ensuring the braking effect of the brake block assembly. Attached Figure Description

[0014] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is a schematic diagram of the rear view structure of this utility model; Figure 3 This is a schematic diagram of the connection structure of the safety braking device of this utility model; Figure 4 This is an anatomical diagram of the connection structure of the brake block assembly of this utility model; Figure 5 This is an exploded view of the connection structure of the brake block assembly of this utility model.

[0015] In the diagram: 1. Brake housing; 2. Brake caliper; 3. Brake block assembly; 301. Brake block mounting housing; 302. Friction block; 303. First solenoid; 304. Second solenoid; 305. Fixing bolt; 306. Positioning hole; 4. Push rod; 5. First wire; 6. Control switch; 7. Second wire; 8. Monostable trigger; 9. Third wire; 10. Pressure sensor. Detailed Implementation

[0016] The technical solutions of the present utility model 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 utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0017] Please see Figures 1-5 The present invention provides the following technical solution: a human-machine interaction safety braking device for an autonomous driving power system suitable for complex road conditions, including a brake housing 1, a brake caliper 2 fitted on the side surface of the brake housing 1, and a set of brake block assemblies 3 respectively provided at the output end of the brake caliper 2 and on the inner wall of the other side of the brake housing 1. A push rod 4, which is connected to the brake block assembly 3 on the same side, is fitted onto the side surface of the brake housing 1. A first wire 5 is connected to the end of the push rod 4. The other end of the first wire 5 is connected to the terminal of the control switch 6. A second wire 7 is connected to the other terminal of the control switch 6. The other end of the second wire 7 is connected to the terminal of the monostable multivibrator 8. A third wire 9 is connected to the other terminal of the monostable multivibrator 8. The end of the third wire 9 is connected to the pressure sensor 10.

[0018] When the driver presses the brake pedal, the hydraulic oil in the master cylinder is pressurized and transmitted through the brake lines to the brake caliper's slave cylinder 2. Under the action of hydraulic pressure, the brake caliper 2 moves outward, pushing the brake pad assembly 3 against the rotating brake disc. Friction is generated between the brake pad assembly 3 and the brake disc, which hinders the rotation of the brake disc, thereby slowing down or stopping the wheels and achieving vehicle braking.

[0019] Preferably, the control switch 6 is electrically connected to the push rod 4 via the first wire 5, and the control switch 6 controls the push rod 4 via the first wire 5 when the power is on.

[0020] In practical use, the setting of the control switch 6 can be controlled by the extension and retraction of the push rod 4 through the first wire 5, thereby adjusting the position of the brake block assembly 3 connected to the push rod 4.

[0021] Preferably, the pressure sensor 10 is electrically connected to the monostable trigger 8 via the third wire 9, and the monostable trigger 8 is electrically connected to the control switch 6 via the second wire 7.

[0022] In practical use, after the pressure sensor 10 senses the pressure, it can transmit the signal to the monostable trigger 8 via the third wire 9. When the monostable trigger 8 senses the signal for a set time, it can then transmit the signal to the control switch 6 via the second wire 7.

[0023] Preferably, the brake block assembly 3 includes a brake block fixing shell 301, a friction block 302, a first screw tube 303, a second screw tube 304, a fixing bolt 305, and a positioning hole 306. The side surface of the brake block fixing shell 301 has a groove that matches the size of the friction block 302, and the friction block 302 is fitted into the groove of the brake block fixing shell 301.

[0024] In actual use, when the friction block 302 moves to the deepest part of the brake block fixing shell 301, the positioning hole 306 of the friction block 302 is respectively connected to the first solenoid 303 and the second solenoid 304.

[0025] Preferably, a first screw tube 303 is connected through the side wall of the brake block fixing shell 301, a second screw tube 304 is connected through the other side wall of the brake block fixing shell 301, a positioning hole 306 is opened on the surface of the friction block 302, and a fixing bolt 305 is connected through the first screw tube 303, the second screw tube 304 and the positioning hole 306.

[0026] Preferably, the first screw tube 303 and the second screw tube 304 coincide with the central axis of the positioning hole 306, the first screw tube 303 and the second screw tube 304 have the same diameter, the first screw tube 303 and the fixing bolt 305 are threadedly connected, and the second screw tube 304 and the fixing bolt 305 are threadedly connected.

[0027] In practical use, when the fixing bolt 305 rotates inside the first screw tube 303, it can move axially towards the second screw tube 304 through the threaded connection. When the fixing bolt 305 moves axially, it can pass through the positioning hole 306 and move to the opening of the second screw tube 304. When the fixing bolt 305 continues to rotate, it can be threadedly connected to the second screw tube 304 through the threaded connection.

[0028] Working principle: When the driver presses the brake pedal, the brake caliper 2 drives the brake pad assembly 3 to move laterally, thereby achieving braking through the friction between the brake pad assembly 3 and the brake disc. At the same time, the pressure sensor 10 senses the pressure. When the pressure sensor 10 is under pressure, it can transmit the pressure signal to the monostable trigger 8 through the third wire 9. When the monostable trigger 8 receives a continuous pressure signal for a set time, it can transmit an electrical signal to the control switch 6 through the second wire 7. At this time, the control switch 6 controls the push rod 4 to run through the first wire 5. When the driver releases the brake pedal due to bumps, the push rod 4 extends and drives the brake pad assembly 3 connected to it to move laterally towards the brake disc, thereby achieving assisted emergency braking. After braking, the control switch 6 can be manually turned off. After the control switch 6 is turned off, the push rod 4 can be controlled to retract through the first wire 5, thereby driving the brake pad assembly 3 to reset through the retraction of the push rod 4. When the friction block 302 is worn and its braking function deteriorates, requiring replacement, the retaining bolt 305 can be rotated. When the retaining bolt 305 rotates inside the first screw tube 303 and the second screw tube 304, it can move axially away from the brake block fixing shell 301. When the retaining bolt 305 moves to the outside of the second screw tube 304, the friction block 302 can be removed. Then, a new friction block 302 is inserted into the groove of the brake block fixing shell 301. Next, the retaining bolt 305 is inserted into the opening of the first screw tube 303 and rotated in the opposite direction. When the retaining bolt 305 rotates in the opposite direction, it can move axially towards the second screw tube 304. When the retaining bolt 305 passes through the positioning hole 306 and is threadedly connected to the second screw tube 304, the new friction block 302 can be fixed, thus realizing the replacement of the friction block 302.

[0029] Finally, it should be noted that the above are merely preferred embodiments of this utility model and are not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A human-machine interaction safety braking device for an automated driving power system suitable for complex road conditions, comprising a brake housing (1), characterized in that: A brake caliper (2) is fitted onto the side surface of the brake housing (1), and a set of brake block assemblies (3) are respectively provided at the output end of the brake caliper (2) and on the inner wall of the other side of the brake housing (1). A push rod (4) connected to the brake block assembly (3) is fitted onto the side surface of the brake housing (1). The end of the push rod (4) is connected to a first wire (5). The other end of the first wire (5) is connected to the terminal of the control switch (6). The other terminal of the control switch (6) is connected to a second wire (7). The other end of the second wire (7) is connected to the terminal of the monostable multivibrator (8). The other terminal of the monostable multivibrator (8) is connected to a third wire (9). The end of the third wire (9) is connected to the pressure sensor (10).

2. The human-machine interaction safety braking device for an automated driving power system suitable for complex road conditions according to claim 1, characterized in that: The control switch (6) is electrically connected to the push rod (4) through the first wire (5), and the control switch (6) controls the push rod (4) through the first wire (5) when the power is on.

3. The human-machine interaction safety braking device for an automated driving power system suitable for complex road conditions according to claim 1, characterized in that: The pressure sensor (10) is electrically connected to the monostable trigger (8) via the third wire (9), and the monostable trigger (8) is electrically connected to the control switch (6) via the second wire (7).

4. The human-machine interaction safety braking device for an automated driving power system suitable for complex road conditions according to claim 1, characterized in that: The brake block assembly (3) includes a brake block fixing shell (301), a friction block (302), a first helical tube (303), a second helical tube (304), a fixing bolt (305), and a positioning hole (306). The side surface of the brake block fixing shell (301) has a groove that matches the size of the friction block (302), and the friction block (302) is fitted into the groove of the brake block fixing shell (301).

5. The human-machine interaction safety braking device for an automated driving power system suitable for complex road conditions according to claim 4, characterized in that: The side wall of the brake block fixing shell (301) is connected to a first helical tube (303), and the other side wall of the brake block fixing shell (301) is connected to a second helical tube (304). The surface of the friction block (302) is provided with a positioning hole (306), and a fixing bolt (305) passes through the first helical tube (303), the second helical tube (304) and the positioning hole (306).

6. The human-machine interaction safety braking device for an automated driving power system suitable for complex road conditions according to claim 5, characterized in that: The first screw tube (303) and the second screw tube (304) coincide with the central axis of the positioning hole (306). The first screw tube (303) and the second screw tube (304) have the same diameter. The first screw tube (303) and the fixing bolt (305) are threaded together. The second screw tube (304) and the fixing bolt (305) are threaded together.

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