Brake pedal simulator and vehicle

Abstract

The embodiment of the application provides a brake pedal simulator and a vehicle, and relates to the technical field of vehicles.The brake pedal simulator comprises a shell provided with a first oil path and a second oil path, the shell is provided with a movable cavity, and the first oil path and the second oil path are selectively communicated with the movable cavity; a first piston assembly is movably arranged in the shell and is adapted to be switched from a first state to a second state under the action of the first oil path; a second piston assembly is movably arranged in the shell and is adapted to be switched from a third state to a fourth state under the action of the second oil path; a limiting assembly is arranged in the shell and is adapted to limit the first piston assembly and / or the second piston assembly, so that the first piston assembly is maintained in the first state or the second state, and / or so that the second piston assembly is maintained in the third state or the fourth state.The brake pedal simulator realizes stiffness characteristic decoupling of the brake pedal simulator in different modes, avoids force sensation mutation during mode switching, and improves driving comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a brake pedal simulator and a vehicle. Background Technology

[0002] Brake pedal feel is the driver's subjective perception of the dynamic relationship between pedal force, pedal travel, and vehicle deceleration during braking, and it relates to driving safety and handling satisfaction. New energy vehicles typically achieve brake pedal feel through brake pedal simulators.

[0003] Traditional brake pedal simulators include a spring assembly that controls wheel-end pressure build-up through a preset pedal travel versus brake hydraulic pressure curve. To cater to different driving preferences, manufacturers typically offer multiple driving modes, such as Sport and Comfort modes.

[0004] However, due to the inherent uniqueness of the spring combination stiffness, although manufacturers can achieve various brake pedal feels by adjusting the relationship between pedal travel and hydraulic pressure, the different modes cannot be fully decoupled, affecting the driver's driving experience. Utility Model Content

[0005] This application provides a brake pedal simulator and a vehicle, which decouples the stiffness characteristics of the brake pedal simulator in different modes, avoids sudden changes in force sensation when switching modes, and improves driving comfort.

[0006] In a first aspect, embodiments of this application provide a brake pedal simulator, comprising: a housing having a first oil passage and a second oil passage, the housing having a movable cavity, wherein one of the first oil passage and the second oil passage is selectively connected to the movable cavity; a first piston assembly movably disposed within the housing, adapted to switch from a first state to a second state under the action of the first oil passage; a second piston assembly movably disposed within the housing, adapted to switch from a third state to a fourth state under the action of the second oil passage; and a limiting component disposed within the housing, adapted to limit the first piston assembly and / or the second piston assembly, such that the first piston assembly is maintained in the first state or the second state, and / or that the second piston assembly is maintained in the third state or the fourth state.

[0007] In one possible implementation, the first piston assembly and the second piston assembly are arranged sequentially in a first direction, and the first piston assembly and the second piston assembly are movable in the first direction.

[0008] In one possible implementation, the first piston assembly includes: a first piston, the peripheral wall of which abuts against the inner wall of the movable cavity, the first piston separating the movable cavity into a first drive cavity, the first drive cavity being located on the side of the first piston away from the second piston assembly; a first oil passage communicating with the first drive cavity; and a first driven seat, the peripheral wall of which abuts against the inner wall of the movable cavity, the first driven seat being located on the side of the first piston away from the first drive cavity.

[0009] A first elastic element extends along a first direction, with its two ends connected to the first piston and the first driven seat, respectively; a first mating elastic element extends along a first direction, with one end connected to the first driven seat and the other end fixed in position under the action of the first oil passage.

[0010] In one possible implementation, the first driven seat has a first position and a second position. In a first state, the first driven seat is located in the first position, and in a second state, the first driven seat is located in the second position. In a third and fourth state of the second piston assembly, the first driven seat is located in the first position.

[0011] In one possible implementation, the limiting component includes: a first limiting member disposed on the inner wall of the housing, the first limiting member being located in the first driving cavity, the first limiting member being configured such that when the first oil circuit is closed, the first piston abuts against the first limiting member; and a second limiting member disposed on the inner wall of the housing, the second limiting member and the first limiting member being spaced apart in a first direction.

[0012] The second limiting member is configured to limit the first driven seat to the first position in the first state of the first piston assembly, the third state of the second piston assembly, and the fourth state of the first piston assembly, and to limit the first driven seat to the second position in the second state of the first piston assembly.

[0013] In one possible implementation, the first driven seat includes: a first base, the peripheral wall of which abuts against the inner wall of the movable cavity; in a first state, the first base abuts against the second limiting member on the side facing the first piston; and a first boss, including a fixing part and an actuating part, the fixing part being fixedly connected to the side wall of the first base facing the first piston, the actuating part being spaced apart from the first base, and the second limiting member being located between the actuating part and the first base; in a second state, the actuating part abuts against the second limiting member on the side facing the first base.

[0014] In one possible implementation, the second piston assembly includes: a second piston, the peripheral wall of which abuts against the inner wall of the movable cavity, the second piston separating the movable cavity into a second drive cavity, the second drive cavity being located on the side of the second piston away from the first piston assembly; a second oil passage communicating with the second drive cavity; and a second driven seat, the peripheral wall of which abuts against the inner wall of the movable cavity, the second driven seat being located on the side of the second piston away from the second drive cavity.

[0015] The second elastic element extends along the first direction, and its two ends are respectively connected to the second piston and the second driven seat; the second mating elastic element extends along the first direction, and one end of the second mating elastic element is connected to the second driven seat, while the other end is fixed in position under the action of the second oil circuit.

[0016] In one possible implementation, the second driven seat has a third position and a fourth position, wherein in the third state the second driven seat is located in the third position and in the fourth state the second driven seat is located in the fourth position; and in the first state and the second state of the first piston assembly the second driven seat is located in the third position.

[0017] In one possible implementation, the limiting assembly further includes: a third limiting member disposed on the inner wall of the housing, the third limiting member being located in the second driving cavity, the third limiting member being configured such that when the second oil circuit is closed, the second piston abuts against the third limiting member; and a fourth limiting member disposed on the inner wall of the housing, the fourth limiting member and the third limiting member being spaced apart in a first direction.

[0018] The fourth limiting member is configured to limit the second driven seat to the third position in the third state of the second piston assembly, the first state of the first piston assembly, and the second state of the first piston assembly, and to limit the second driven seat to the fourth position in the fourth state of the second piston assembly.

[0019] Secondly, embodiments of this application also provide a vehicle, including: a vehicle body and the aforementioned brake pedal simulator; the vehicle body is adapted to send an oil circuit switching command to the brake pedal simulator to open or close the first oil circuit or the second oil circuit.

[0020] This application provides a brake pedal simulator and a vehicle. By combining a selective connection mechanism between the first and second oil circuits with the collaborative design of the limiting components, the vehicle can achieve physical decoupling in different modes. For example, in Sport mode, the dynamic response of the first piston assembly is completely controlled by the first oil circuit, while in Comfort mode, the response of the second piston assembly is independently driven by the second oil circuit. The selective connection design between the first and second oil circuits ensures that the hydraulic system does not interfere with each other in different modes, thereby avoiding sudden changes in stiffness during mode switching and solving the problem that different pedal feel modes in the brake pedal simulator cannot be fully decoupled. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] Figure 1 A schematic diagram of the brake pedal simulator provided in this application.

[0023] Explanation of reference numerals in the attached figures:

[0024] 100 - Housing; 101 - First oil passage; 102 - Second oil passage; 110 - Movable cavity; 111 - First drive cavity; 112 - Second drive cavity;

[0025] 200 - First piston assembly; 210 - First piston; 220 - First driven seat; 221 - First base; 222 - First boss; 230 - First elastic element; 240 - First mating elastic element;

[0026] 300 - Second piston assembly; 310 - Second piston; 320 - Second driven seat; 321 - Second base; 322 - Second boss; 330 - Second elastic element; 340 - Second mating elastic element;

[0027] 400 - Limiting component; 410 - First limiting element; 420 - Second limiting element; 430 - Third limiting element; 440 - Fourth limiting element;

[0028] 500 - Control valve;

[0029] 600 - Seals.

[0030] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0031] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0032] Brake pedal feel is the driver's subjective perception of the dynamic relationship between pedal force, pedal travel, and vehicle deceleration during braking, and it relates to driving safety and handling satisfaction. New energy vehicles typically achieve brake pedal feel through brake pedal simulators.

[0033] Traditional brake pedal simulators include a spring assembly that controls wheel-end pressure build-up through a preset pedal travel versus brake hydraulic pressure curve. To cater to different driving preferences, manufacturers typically offer multiple driving modes, such as Sport and Comfort modes. Sport mode emphasizes sensitive response, while Comfort mode focuses on a smooth and linear ride.

[0034] However, due to the inherent uniqueness of the spring combination stiffness, although manufacturers can achieve various brake pedal feels by adjusting the relationship between pedal travel and hydraulic pressure, the different modes cannot be fully decoupled, resulting in insufficient force feedback intensity in sport mode and difficulty in maintaining smooth and progressive characteristics in comfort mode, which affects the driver's driving experience.

[0035] To address the aforementioned issues, this application provides a brake pedal simulator and a vehicle. Through a mechanism that allows for selective connection between the first and second hydraulic circuits, combined with the collaborative design of the limiting components, the vehicle can achieve physical decoupling in different modes. For example, in Sport mode, the dynamic response of the first piston assembly is entirely controlled by the first hydraulic circuit, while in Comfort mode, the response of the second piston assembly is independently driven by the second hydraulic circuit. The selective connection between the first and second hydraulic circuits ensures that the hydraulic system does not interfere with each other in different modes, thereby avoiding abrupt changes in stiffness during mode switching and solving the problem of insufficient decoupling between different pedal feel modes in the brake pedal simulator.

[0036] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0037] The embodiments of this application will now be described with reference to the accompanying drawings. Optionally, x represents a first direction.

[0038] Reference Figure 1As shown in the embodiment of this application, a brake pedal simulator includes a housing 100, a first piston assembly 200, a second piston assembly 300, and a limiting assembly 400. The housing 100 is provided with a first oil passage 101 and a second oil passage 102, and the housing 100 is provided with a movable cavity 110. The first oil passage 101 and the second oil passage 102 are selectively connected to the movable cavity 110. The first piston assembly 200 is movably disposed in the housing 100 and is adapted to switch from a first state to a second state under the action of the first oil passage 101.

[0039] The second piston assembly 300 is movably disposed within the housing 100 and is adapted to switch from the third state to the fourth state under the action of the second oil passage 102; the limiting assembly 400 is disposed in the housing 100 and is adapted to limit the first piston assembly 200 and / or the second piston assembly 300, so that the first piston assembly 200 is maintained in the first state or the second state, and / or, so that the second piston assembly 300 is maintained in the third state or the fourth state.

[0040] The housing 100 can be the main structure used to house and support the internal components, and its internal space realizes the function of hydraulic transmission through the movable cavity 110. Specifically, the housing 100 can be manufactured by processes such as casting, machining or injection molding, and its material can be selected from metal or high-strength engineering plastics to meet the requirements of strength and durability.

[0041] The selective connection mechanism between the first oil circuit 101 and the second oil circuit 102 can be achieved by a control valve 500. For example, a solenoid valve or a mechanical switching valve can be used to selectively open or close a certain oil circuit. For example, the control valve 500 can be a two-position three-way valve, thereby realizing independent control of the hydraulic path.

[0042] The first piston assembly 200 may be an actuator capable of responding to hydraulic input and generating displacement. Specifically, the first piston assembly 200 may perform its function through a hydraulic cylinder, a pneumatic cylinder, or other fluid-driven device.

[0043] For example, the first piston assembly 200 may include a sliding seal 600, which is movable along the inner wall of the housing 100 under hydraulic pressure, thereby completing the switching from the first state to the second state. Furthermore, the range of motion of the first piston assembly 200 can be constrained by mechanical stops or electronic limit switches to ensure the accuracy and controllability of its operation.

[0044] The second piston assembly 300 can be another independent actuator with a function similar to the first piston assembly 200, but with a different target and triggering conditions. Specifically, the second piston assembly 300 can switch its state by hydraulic drive or spring reset.

[0045] For example, the second piston assembly 300 may include a push rod structure with an elastic element, which overcomes the resistance of the elastic element under hydraulic pressure to complete the switch from the third state to the fourth state. Furthermore, the movement trajectory of the second piston assembly 300 may be guided by a guide rail or guide groove to improve its movement stability and reliability.

[0046] The limiting component 400 can achieve the limiting function through mechanical snap-fit, magnetic adsorption, or hydraulic locking. For example, the limiting component 400 may include a limiting member fixed to the housing 100; the limiting component 400 may also include a set of retractable pin structures that automatically extend to lock the position when the piston assembly reaches a predetermined position; the limiting component 400 may also detect the position of the piston assembly through a sensor and feed the signal back to the control system to achieve automated operation.

[0047] The limiting component 400 can maintain the first piston assembly 200 in the first or second state, and at the same time, it can maintain the second piston assembly 300 in the third or fourth state. This limiting mechanism ensures precise locking of the piston position after mode switching, prevents mode interference caused by state drift, and thus ensures the stability and independence between different pedal feel modes.

[0048] Specifically, when the first hydraulic circuit 101 is connected, hydraulic pressure acts on the first piston assembly 200, switching it from a first state to a second state. For example, at this time, the first piston assembly 200, driven by hydraulic pressure, defines the pedal force curve for the motion mode. When the second hydraulic circuit 102 is connected, hydraulic pressure acts on the second piston assembly 300, switching it from a third state to a fourth state. For example, at this time, a softer pedal force response is achieved in comfort mode. Thus, the two modes are achieved through independent hydraulic drive paths, avoiding the problem of insufficient decoupling during mode switching in traditional single-spring assemblies.

[0049] As can be seen, the selective connection mechanism of the first oil circuit 101 and the second oil circuit 102, combined with the collaborative design of the limiting component 400, enables the vehicle to achieve physical decoupling in different modes. For example, in Sport mode, the dynamic response of the first piston assembly 200 is completely controlled by the first oil circuit 101, while in Comfort mode, the response of the second piston assembly 300 is independently driven by the second oil circuit 102. The selective connection design of the first oil circuit 101 and the second oil circuit 102 ensures that the hydraulic system does not interfere with each other in different modes, thereby avoiding sudden changes in stiffness when switching modes, solving the problem that different pedal feel modes in the brake pedal simulator cannot be fully decoupled, and also avoiding driving discomfort caused by sudden changes in stiffness.

[0050] In some embodiments, combined with Figure 1The first piston assembly 200 and the second piston assembly 300 are arranged sequentially in the first direction, and the first piston assembly 200 and the second piston assembly 300 are movable in the first direction.

[0051] Specifically, the first direction can be the axial direction (i.e., the x-direction) inside the housing 100, used to ensure that the piston assemblies are arranged along a single axis. The first piston assembly 200 and the second piston assembly 300 are arranged sequentially within the housing 100, avoiding motion interference problems caused by chaotic layout. This arrangement optimizes the spatial layout, ensuring that the piston displacement paths do not intersect or overlap during oil circuit switching, thereby guaranteeing that the limiting assembly 400 can accurately maintain the piston in the specified state.

[0052] By sequentially arranging the first piston assembly 200 and the second piston assembly 300 along the first direction, an orderly arrangement of the two within the housing 100 is ensured, avoiding motion interference problems caused by chaotic spatial layout. Furthermore, the mobility of the first piston assembly 200 and the second piston assembly 300 in the first direction makes their displacement responses under hydraulic action more coordinated and synchronized. This ensures that the limiting assembly 400 can accurately maintain the piston in a designated state and also improves the smoothness of movement during oil circuit switching.

[0053] In some embodiments, combined with Figure 1 The first piston assembly 200 includes a first piston 210, a first driven seat 220, a first elastic element 230, and a first mating elastic element 240. The peripheral wall of the first piston 210 abuts against the inner wall of the movable cavity 110, and separates the movable cavity 110 into a first driving cavity 111. The first driving cavity 111 is located on the side of the first piston 210 away from the second piston assembly 300, and the first oil passage 101 is connected to the first driving cavity 111.

[0054] The peripheral wall of the first driven seat 220 abuts against the inner wall of the movable cavity 110 and is located on the side of the first piston 210 opposite to the first drive cavity 111. The first elastic member 230 extends along the first direction, with its two ends connected to the first piston 210 and the first driven seat 220, respectively. The first mating elastic member 240 extends along the first direction, with one end connected to the first driven seat 220 and its other end fixed in position under the action of the first oil passage 101.

[0055] Optionally, a sealing element 600 is provided between the first piston 210 and the inner wall of the movable cavity 110. For example, the sealing element 600 may be a sealing ring, which is sleeved on the outer peripheral wall of the first piston 210.

[0056] Optionally, the elasticity of the first elastic element 240 is greater than that of the first elastic element 230.

[0057] The first driven seat 220 can be an intermediate component for force transmission, and the first elastic element 230 can be a component that can deform and return to its original shape according to the force. It can be implemented by a helical spring, leaf spring or other forms of elastic body. Its main purpose is to dynamically adjust the change curve of the pedal force.

[0058] The first elastic element 240 can be an elastic support element with a fixed end constraint, which can work in conjunction with the first elastic element 230 through a pre-tightening force setting to form a composite stiffness system.

[0059] The tight contact between the first piston 210 and the inner wall of the movable chamber 110 ensures hydraulic sealing and motion guidance accuracy, so that the pressure of the first oil circuit 101 can be accurately transmitted to the first piston 210, avoiding pressure leakage or motion deviation caused by poor sealing.

[0060] The design of the first drive chamber 111 enables efficient directional hydraulic drive. When the first oil circuit 101 is opened, pressure is directly applied to the first drive chamber 111, pushing the first piston 210 to move in a predetermined direction, thereby completing the state switch. The first driven seat 220 is the key intermediary for force transmission. When the first piston 210 moves, it can apply force to the first driven seat 220 through the first elastic element 230. When the first piston 210 moves to abut against the first driven seat 220, the force acts directly on the first driven seat 220 and together with it applies force to the first mating elastic element 240.

[0061] As can be seen, the overall stiffness of the system is transformed into the series or composite stiffness of the first elastic element 230 and the first mating elastic element 240. The pedal feel can undergo a step change before and after the first piston 210 abuts against the first driven seat 220. This two-stage elastic design simulates the pedal feel of real braking, which is first free travel and then main braking, providing a more linear and graded feedback. The limiting component 400 is used to ensure the accurate positioning of the piston assembly in the non-working state or when it reaches the end position.

[0062] In some embodiments, combined with Figure 1 The first driven seat 220 has a first position and a second position. In the first state, the first driven seat 220 is located in the first position. In the second state, the first driven seat 220 is located in the second position. In the third and fourth states of the second piston assembly 300, the first driven seat 220 is located in the first position.

[0063] For example, the first driven seat 220 can achieve precise position identification and switching through a limiting structure or a sensor. By defining a clear position state, the accumulation of errors caused by continuous position adjustment is avoided, and the accuracy of pedal formation is guaranteed.

[0064] When the first piston assembly 200 is in the first state, the first oil passage 101 is pressureless and the first driven seat 220 is positioned in the first position. When pressurized oil is introduced into the first oil passage 101, hydraulic pressure enters the first drive chamber 111, pushing the first piston 210 to overcome the elastic force of the first elasticity and move in the first direction. When the first piston 210 moves to contact the first driven seat 220, the two begin to move together, compressing the first mating elastic element 240.

[0065] At this time, the overall stiffness of the brake pedal simulator becomes a composite stiffness of the first elastic element 230 and the first mating elastic element 240 connected in series, and the pedal feel becomes "harder". When the first driven seat 220 is pushed to the second position, the limiting component 400 limits it, and the first piston assembly 200 enters the second state.

[0066] When the second piston assembly 300 is in the third and fourth states, the first driven seat 220 always remains in the first position. This constraint isolates the potential involvement of the first piston assembly 200 in comfort mode, prevents cross-influence of spring parameters, and ensures that the pedal feel is determined only by the relevant springs within the second piston assembly 300, thereby achieving complete decoupling between modes.

[0067] As can be seen, the position limitation of the first driven seat 220, together with the first piston assembly 200, the second piston assembly 300 and the limiting assembly 400, forms a complete pedal feel control. The position state of the first driven seat 220 is affected by the drive of the first piston assembly 200 and is also constrained and protected by the limiting assembly 400. This multi-protection mechanism ensures the independence between different pedal feel modes, avoids the problem of sudden stiffness changes caused by position drift in traditional designs, and improves the comfort and consistency of the driving experience.

[0068] In some embodiments, combined with Figure 1 The limiting assembly 400 includes a first limiting member 410 and a second limiting member 420. The first limiting member 410 is disposed on the inner wall of the housing 100 and located within the first drive cavity 111, and is configured such that when the first oil passage 101 is closed, the first piston 210 abuts against the first limiting member 410. The second limiting member 420 is also disposed on the inner wall of the housing 100 and is spaced apart from the first limiting member 410 in a first direction.

[0069] The second limiting member 420 is configured to limit the first driven seat 220 to a first position when the first piston assembly 200 is in a first state, the second piston assembly 300 is in a third state, and the fourth state; and to limit the first driven seat 220 to a second position when the first piston assembly 200 is in a second state.

[0070] The first limiting member 410 can be a mechanical structure used to limit the movement range of the first piston 210. It can be implemented by means of a boss, a stop or a retaining ring, etc. The purpose is to provide a stable mechanical contact point for the first piston 210 when the first oil passage 101 is closed, so as to ensure that the first piston 210 can be accurately reset to the initial position.

[0071] The second limiting member 420 can achieve dual limiting. Optionally, the second limiting member 420 can be designed as a segmented stop or an adjustable limiting mechanism. Alternatively, the first driven seat 220 can include two limiting contact points, which can contact the second limiting member 420 in the first position and the second position, respectively.

[0072] When the second piston assembly 300 is activated, the second limiting member 420 locks the first driven seat 220 in the first position, completely disengaging it from the working circuit and ensuring that the pedal feel of the second piston assembly 300 is not disturbed. When switching to the operation of the first piston assembly 200, hydraulic pressure pushes the first driven seat 220 to the second position and locks it by the second limiting member 420, activating the corresponding pedal characteristics. This mechanical interlocking mechanism solves the coupling problem between different modes, ensuring the purity and reliability of switching between different pedal feels.

[0073] Thus, the limiting assembly 400, the first piston assembly 200, and the second piston assembly 300 form a reliable whole. The first limiting member 410 provides a reliable reference positioning for the first piston 210, while the second limiting member 420, through its dual-position limiting function, ensures the accurate positioning of the first driven seat 220 in different operating modes. This design also considers the independence requirements of the two sets of spring stiffness curves, eliminating the overlapping area of ​​the stiffness curves through mechanical structural constraints, and solving the problem of abrupt changes during pedal feel mode switching.

[0074] In some embodiments, combined with Figure 1 The first driven seat 220 includes a first base 221 and a first boss 222. The peripheral wall of the first base 221 abuts against the inner wall of the movable cavity 110. In the first state, the side of the first base 221 facing the first piston 210 abuts against the second limiting member 420.

[0075] The first boss 222 includes a fixing part and an actuating part. The fixing part is fixedly connected to the side wall of the first base 221 facing the first piston 210. There is a gap between the actuating part and the first base 221. The second limiting member 420 is located between the actuating part and the first base 221. In the second state, the side of the actuating part facing the first base 221 abuts against the second limiting member 420.

[0076] Optionally, the first base 221 may be integrally formed with the first boss 222.

[0077] In the first state, the side of the first base 221 facing the first piston 210 abuts against the second limiting member 420, thereby being limited to the first position. In the second state, when the first piston assembly 200 is hydraulically driven, the first driven seat 220 moves as a whole to the second position until its side facing the first base 221 abuts against the second limiting member 420, thereby limiting the first driven seat 220 to the second position.

[0078] By setting a boss with a suspended function on the first driven seat 220, which cooperates with the second limiting member 420, mechanical limiting of the first position and the second position of the first driven seat 220 is achieved. By using a fixed second limiting member 420, and through the different contact surfaces of the function parts of the first base 221 and the first boss 222 with the second limiting member 420 at different movement phases, reliable stopping of two-stage stroke is achieved, which effectively avoids sudden changes in brake pedal force during mode switching and improves driving smoothness.

[0079] In some embodiments, combined with Figure 1 The second piston assembly 300 includes a second piston 310, a second driven seat 320, a second elastic element 330, and a second mating elastic element 340. The peripheral wall of the second piston 310 abuts against the inner wall of the movable cavity 110, and the second piston 310 separates the movable cavity 110 into a second driving cavity 112. The second driving cavity 112 is located on the side of the second piston 310 opposite to the first piston assembly 200, and the second oil passage 102 connects to the second driving cavity 112.

[0080] The peripheral wall of the second driven seat 320 abuts against the inner wall of the movable cavity 110. The second driven seat 320 is located on the side of the second piston 310 opposite to the second drive cavity 112. The second elastic member 330 extends along the first direction, and its two ends are respectively connected to the second piston 310 and the second driven seat 320. The second mating elastic member 340 extends along the first direction, and one end of the second mating elastic member 340 is connected to the second driven seat 320. The other end of the second mating elastic member 340 is fixed in position under the action of the second oil passage 102.

[0081] Specifically, the second piston 310 can be a movable sealing component, with its peripheral wall tightly fitted to the inner wall of the movable cavity 110 to form a sealing structure. It can be made of metal or polymer material and its wear resistance can be enhanced through surface treatment. It can move under hydraulic action.

[0082] Optionally, a sealing element 600 may also be provided between the second piston 310 and the inner wall of the movable cavity 110. For example, the sealing element 600 may be a sealing ring, which is sleeved on the outer peripheral wall of the second piston 310.

[0083] The second drive chamber 112 is an independent cavity formed by the second piston 310, which can provide a defined area of ​​action for hydraulic pressure. The second driven seat 320 can be a component that is linked with the second piston 310. Its peripheral wall is in close contact with the inner wall of the movable chamber 110. Stable movement can be achieved through sliding bearings or low-friction coatings, which can transmit pedal stroke and maintain the stability of the movement trajectory.

[0084] The second elastic element 330 can be an elastic element arranged along the first direction, and can be implemented using a helical spring, a bellows spring, or an elastic rubber material. It can dynamically adjust its elastic deformation according to hydraulic changes, thereby buffering hydraulic shocks and achieving progressive force transmission. The second mating elastic element 340 can be an elastic support component with a fixed end, and can be implemented using a preloaded spring or a hydraulic damper. Its purpose is to provide additional stiffness support or release constraints according to the oil circuit state, thereby achieving independent decoupling between modes.

[0085] In some embodiments, the first elastic element 240 and the second elastic element 340 are the same component. Optionally, both ends of this component are connected to the first driven seat 220 and the second driven seat 320, respectively. Under the action of the first oil passage 101, one end of the first elastic element 240 is fixed, that is, the position of the second elastic element 340 is fixed at this time; under the action of the second oil passage 102, one end of the second elastic element 340 is fixed, that is, the position of the first elastic element 240 is fixed at this time.

[0086] The second piston assembly 300 operates on a similar but independent principle to the first piston assembly 200. When the second oil passage 102 is opened and pressurized oil is supplied, hydraulic pressure acts on the second drive chamber 112, pushing the second piston 310 to move along the first direction. In the initial stage, the second piston 310 transmits force to the second driven seat 320 by compressing the second elastic element 330. At this stage, the pedal feel is dominated by the stiffness of the second elastic element 330. When the second piston 310 moves to contact the second driven seat 320, both move together and begin to compress the second mating elastic element 340. The overall system stiffness becomes a composite stiffness of the second elastic element 330 and the second mating elastic element 340, resulting in a step change in pedal feel. This design allows the second piston assembly 300 to provide a braking feel that differs from that of the first piston assembly 200.

[0087] In some embodiments, combined with Figure 1 The second driven seat 320 has a third position and a fourth position. In the third state, the second driven seat 320 is located in the third position, and in the fourth state, the second driven seat 320 is located in the fourth position. In the first state and the second state of the first piston assembly 200, the second driven seat 320 is located in the third position.

[0088] In detail, this scheme establishes state logic for the second piston assembly 300 by defining the third and fourth positions of the second driven seat 320. In the third state, the second driven seat 320 is fixed in the third position, ensuring the stability of the initial state of the system and providing a reliable starting point for the vehicle mode. When switching to the fourth state, the second driven seat 320 moves to the fourth position, enabling the second piston assembly 300 to fully respond to the pressure changes in the second oil circuit 102, forming an independent comfort mode pedal force curve.

[0089] Specifically, when the first piston assembly 200 is in the first or second state, the second driven seat 320 always remains in the third position. This design effectively isolates the hydraulic fluctuations or mechanical interference that may occur when the first piston assembly 200 moves through a physical locking mechanism, thus avoiding the unexpected displacement of the second driven seat 320.

[0090] This design fundamentally eliminates the problem of sudden force changes during mode switching, ensuring the independence and stability of each mode during multi-mode switching and improving overall performance.

[0091] In some embodiments, combined with Figure 1 The limiting assembly 400 further includes a third limiting member 430 and a fourth limiting member 440. The third limiting member 430 is disposed on the inner wall of the housing 100 and located within the second drive chamber 112. The third limiting member 430 is configured such that when the second oil passage 102 is closed, the second piston 310 abuts against the third limiting member 430. The fourth limiting member 440 is disposed on the inner wall of the housing 100, and the fourth limiting member 440 and the third limiting member 430 are spaced apart in a first direction.

[0092] The fourth limiting member 440 is configured to limit the second driven seat 320 to a third position in the third state of the second piston assembly 300, the first state of the first piston assembly 200, and the second state of the first piston assembly 200, and to limit the second driven seat 320 to a fourth position in the fourth state of the second piston assembly 300.

[0093] Specifically, the third limiting member 430 can be a component used to limit the initial position of the second piston 310 in the non-working state. It can be implemented by a fixed boss or an adjustable stop to ensure the stability of the standby state. The fourth limiting member 440 can be a component used to dynamically constrain the position of the second driven seat 320 according to the state of the piston assembly. It can be implemented by a stepped limiting structure or a multi-segment positioning groove, and a smooth position switching can be achieved through a state linkage mechanism.

[0094] When the second oil passage 102 is closed, the second piston 310 can directly abut against the third limiting member 430, effectively preventing accidental displacement caused by hydraulic fluctuations or external interference. The fourth limiting member 440 and the third limiting member 430 are arranged at a specific interval in the first direction. This layout allows the limiting assembly 400 to achieve differentiated positional constraints according to different state combinations of the first piston assembly 200 and the second piston assembly 300.

[0095] For example, in Comfort mode, the fourth limiting member 440 stably maintains the second driven seat 320 in the third position, ensuring a smooth pedal travel characteristic; while in Sport mode, it guides the second driven seat 320 to smoothly transition to the fourth position, making the pedal force response more sensitive. Based on the above brake pedal simulator design, this limiting mechanism solves the problem of unreliable position maintenance of the second driven seat 320, and also realizes smooth switching between different pedal feel modes through state condition judgment, improving mode decoupling rate and switching continuity.

[0096] In some embodiments, the structure of the second driven seat 320 is symmetrical to that of the first driven seat 220, including a second base 321 and a second boss 322. The peripheral wall of the second base 321 abuts against the inner wall of the movable cavity 110. In the third state, the side of the second base 321 facing the second piston 310 abuts against the fourth limiting member 440, thereby being limited to the third position. The second boss 322 also includes a fixing part and an actuating part. The fixing part is fixedly connected to the side wall of the second base 321 facing the second piston 310, and the actuating part maintains a certain distance from the second base 321, such that the fourth limiting member 440 is exactly located within this distance. In the fourth state, when the second piston assembly 300 is hydraulically driven, the second driven seat 320 moves as a whole to the fourth position, and the actuating part of the second boss 322 moves accordingly until its side facing the second base 321 abuts against the fourth limiting member 440, thereby limiting the second driven seat 320 to the fourth position.

[0097] Thus, through the cooperation of the second base 321 and the second boss 322, a single fourth limiting member 440 achieves two-level limiting of the second driven seat 320 in the third and fourth positions, ensuring the accuracy and repeatability of the state switching of the second piston assembly 300. When the first piston assembly 200 is selected to operate, the fourth limiting member 440 reliably locks the second driven seat 320 in the third position, completely disengaging it from the working circuit and thoroughly preventing the second piston assembly 300 from interfering with the pedal feel of the first piston assembly 200. This symmetrical mechanical interlocking mechanism, in conjunction with the structure of the first driven seat 220, constitutes a complete dual-mode decoupling system, fundamentally ensuring complete physical isolation between the two braking modes.

[0098] In another embodiment, this application also discloses a vehicle, including a vehicle body and a brake pedal simulator as described above. The vehicle body is adapted to send an oil circuit switching command to the brake pedal simulator to open or close the first oil circuit 101 or the second oil circuit 102.

[0099] Specifically, the vehicle body includes a control interface and a mode selection module. The control interface is used to receive mode selection signals input by the user; the mode selection module is used to receive mode selection signals from the control interface; the mode selection module is configured to send an oil circuit switching command to the brake pedal simulator according to the mode selection signal, so as to open or close the first oil circuit 101 or the second oil circuit 102.

[0100] By coordinating the dual hydraulic circuit selection mechanism with the limit component 400, and combining it with the intelligent coordination of the control interface and mode selection module, the problem of insufficient decoupling of multiple pedal feel modes in traditional brake pedal simulators is solved. Specifically, the system ensures complete physical isolation between sport mode and comfort mode through the design of independent hydraulic paths, while avoiding driving discomfort caused by sudden changes in stiffness, achieving a significantly differentiated pedal force curve expression effect.

[0101] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and alterations may be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A brake pedal simulator, characterized in that, include: The housing (100) is provided with a first oil passage (101) and a second oil passage (102). The housing (100) is provided with a movable cavity (110). The first oil passage (101) and the second oil passage (102) are selectively connected to the movable cavity (110). The first piston assembly (200) is movably disposed within the housing (100) and is adapted to switch from a first state to a second state under the action of the first oil passage (101); The second piston assembly (300) is movably disposed within the housing (100) and is adapted to switch from the third state to the fourth state under the action of the second oil passage (102); A limiting component (400) is disposed in the housing (100) and is adapted to limit the first piston assembly (200) and / or the second piston assembly (300) such that the first piston assembly (200) is maintained in the first state or the second state, and / or that the second piston assembly (300) is maintained in the third state or the fourth state.

2. The brake pedal simulator according to claim 1, characterized in that, The first piston assembly (200) and the second piston assembly (300) are arranged sequentially in a first direction, and the first piston assembly (200) and the second piston assembly (300) are movable in the first direction.

3. The brake pedal simulator according to claim 2, characterized in that, The first piston assembly (200) includes: The first piston (210) has its peripheral wall abutting against the inner wall of the movable cavity (110). The first piston (210) separates the movable cavity (110) into a first driving cavity (111). The first driving cavity (111) is located on the side of the first piston (210) away from the second piston assembly (300). The first oil passage (101) is connected to the first driving cavity (111). The first driven seat (220) has its peripheral wall abutting against the inner wall of the movable cavity (110). The first driven seat (220) is located on the side of the first piston (210) away from the first driving cavity (111). The first elastic element (230) extends along a first direction, and the two ends of the first elastic element (230) are respectively connected to the first piston (210) and the first driven seat (220). The first mating elastic element (240) extends along the first direction. One end of the first mating elastic element (240) is connected to the first driven seat (220), and the other end is fixed in position under the action of the first oil passage (101).

4. The brake pedal simulator according to claim 3, characterized in that, The first driven seat (220) has a first position and a second position. In the first state, the first driven seat (220) is located in the first position; in the second state, the first driven seat (220) is located in the second position. In the third and fourth states of the second piston assembly (300), the first driven seat (220) is located in the first position.

5. The brake pedal simulator according to claim 4, characterized in that, The limiting component (400) includes: A first limiting member (410) is provided on the inner wall of the housing (100). The first limiting member (410) is located in the first drive cavity (111). The first limiting member (410) is configured such that when the first oil passage (101) is closed, the first piston (210) abuts against the first limiting member (410). The second limiting member (420) is disposed on the inner wall of the housing (100), and the second limiting member (420) and the first limiting member (410) are spaced apart in the first direction; The second limiting member (420) is configured to limit the first driven seat (220) to the first position in a first state of the first piston assembly (200), a third state of the second piston assembly (300), and a fourth state of the second piston assembly (300), and to limit the first driven seat (220) to the second position in a second state of the first piston assembly (200).

6. The brake pedal simulator according to claim 5, characterized in that, The first driven seat (220) includes: The first base (221) has its peripheral wall abutting against the inner wall of the movable cavity (110). In the first state, the first base (221) abuts against the second limiting member (420) on the side facing the first piston (210). The first boss (222) includes a fixing part and an actuating part. The fixing part is fixedly connected to the side wall of the first base (221) facing the first piston (210). The actuating part has a gap with the first base (221). The second limiting member (420) is located between the actuating part and the first base (221). In the second state, the side of the actuating part facing the first base (221) abuts against the second limiting member (420).

7. The brake pedal simulator according to claim 2, characterized in that, The second piston assembly (300) includes: The second piston (310) has its peripheral wall abutting against the inner wall of the movable cavity (110). The second piston (310) separates the movable cavity (110) into a second drive cavity (112). The second drive cavity (112) is located on the side of the second piston (310) away from the first piston assembly (200). The second oil passage (102) is connected to the second drive cavity (112). The second driven seat (320) has its peripheral wall abutting against the inner wall of the movable cavity (110). The second driven seat (320) is located on the side of the second piston (310) away from the second drive cavity (112). The second elastic element (330) extends along the first direction, and the two ends of the second elastic element (330) are respectively connected to the second piston (310) and the second driven seat (320). The second mating elastic element (340) extends along the first direction. One end of the second mating elastic element (340) is connected to the second driven seat (320), and the other end is fixed in position under the action of the second oil passage (102).

8. The brake pedal simulator according to claim 7, characterized in that, The second driven seat (320) has a third position and a fourth position. In the third state, the second driven seat (320) is located in the third position; in the fourth state, the second driven seat (320) is located in the fourth position. In the first and second states of the first piston assembly (200), the second driven seat (320) is located in the third position.

9. The brake pedal simulator according to claim 8, characterized in that, The limiting component (400) further includes: The third limiting member (430) is provided on the inner wall of the housing (100). The third limiting member (430) is located in the second drive cavity (112). The third limiting member (430) is configured such that when the second oil passage (102) is closed, the second piston (310) abuts against the third limiting member (430). A fourth limiting member (440) is disposed on the inner wall of the housing (100), and the fourth limiting member (440) and the third limiting member (430) are spaced apart in the first direction; The fourth limiting member (440) is configured to limit the second driven seat (320) to the third position in the third state of the second piston assembly (300), the first state of the first piston assembly (200), and the second state of the first piston assembly (200), and to limit the second driven seat (320) to the fourth position in the fourth state of the second piston assembly (300).

10. A vehicle, characterized in that, include: The vehicle body and the brake pedal simulator of any one of claims 1-9; The vehicle body is adapted to send an oil circuit switching command to the brake pedal simulator to open or close the first oil circuit (101) or the second oil circuit (102).

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