Adjustable brake pedal feeling linear brake-by- brake system and automobile

Abstract

The utility model relates to a kind of brake-by-wire system and car of adjustable brake pedal feeling, wherein, a kind of brake-by-wire system of adjustable brake pedal feeling, including oil can, brake master cylinder and the whole vehicle wheel cylinder being communicated with the oil outlet of brake master cylinder, the push rod of brake master cylinder is fixedly connected with pedal, the oil can is communicated with brake master cylinder by first pipeline, first pipeline is communicated with the front section of brake master cylinder, and is equipped with valve, the valve is normally closed linear control valve, first pipeline is also communicated with second pipeline, second pipeline is communicated with the pipe section of first pipeline between the oil can and the valve, and is communicated with the rear section of brake master cylinder, brake master cylinder is single cavity structure. The technical scheme of the utility model can improve the existing pedal jam or pedal not following the situation, and can reduce the volume of valve block, reduce cost.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a brake-by-wire system with adjustable brake pedal feel and an automobile. Background Technology

[0002] With the development of vehicle electrification and intelligence, brake-by-wire systems have been widely used due to their advantages in energy recovery and advanced driver assistance functions. One type of brake-by-wire system connected to the brake pedal typically employs the following design: the brake pedal is connected to a dual-chamber master cylinder via a pushrod. The two independent chambers of this master cylinder are each connected to a reservoir via two independent hydraulic circuits. A normally open diagnostic valve is installed on the pipeline connecting the master cylinder to the reservoir, allowing for hydraulic supply to the master cylinder. Simultaneously, the two independent chambers of the master cylinder are connected to the wheel cylinders of the entire vehicle via two independent hydraulic circuits, achieving vehicle-wide braking.

[0003] The above braking scheme carries the risk of delayed brake pedal return and jamming, resulting in a "disconnected" pedal. When the driver performs a "quick press and quick release" braking action, the brake pedal is released rapidly. The piston in the master cylinder needs to return quickly under the action of the return spring. At this time, because the front chamber is connected to the atmospheric pressure environment of the oil reservoir through the normally open diagnostic valve, a negative pressure will be formed behind it at the moment the piston returns rapidly. The oil in the reservoir cannot be quickly filled and balanced, hindering the smooth return of the piston. This manifests as the brake pedal not following the driver's foot movement and exhibiting a "jammed" or "disconnected" phenomenon.

[0004] In addition, the system uses a dual-chamber brake master cylinder, which makes the master cylinder body structure complex, large in size and weight, which is not conducive to its arrangement in a compact engine compartment and goes against the development trend of automotive lightweighting. At the same time, the dual-chamber master cylinder itself has a high manufacturing cost, which is not conducive to cost control. Utility Model Content

[0005] This invention provides a brake-by-wire system and automobile with adjustable brake pedal feel, which can improve the existing pedal sticking or pedal not keeping up with the foot, and can reduce the valve block size and reduce costs.

[0006] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: This utility model provides a brake-by-wire system with adjustable brake pedal feel, including a reservoir, a master cylinder, and a wheel cylinder connected to the outlet of the master cylinder. The master cylinder has a push rod fixedly connected to a pedal. The reservoir is connected to the master cylinder via a first pipeline. The first pipeline is connected to the front section of the master cylinder and is equipped with a valve, which is a normally closed linear control valve. The first pipeline is also connected to a second pipeline. The second pipeline is connected to the section of the first pipeline located between the reservoir and the valve, and is connected to the rear section of the master cylinder. The master cylinder has a single-chamber structure.

[0007] The beneficial effects of this utility model are: opening the valve when the pedal is not in its original position but the pressure is 0 allows the pedal to return to its normal position, thereby avoiding the situation where the negative pressure inside the master cylinder causes the pedal to return slowly or the pedal to get stuck and not follow the foot when pressing and releasing quickly. At the same time, by setting the master cylinder to a single-chamber structure, compared with the dual-chamber structure master cylinder in the prior art, the design can be simplified, the valve block volume can be reduced, and the cost can be reduced.

[0008] Based on the above technical solution, the present invention can be further improved as follows.

[0009] Furthermore, the oil outlet of the brake master cylinder is connected to a simulator assembly via an oil drain pipe. The simulator assembly is slidably connected to a simulator piston and is fixedly connected to a simulator elastic component that supports the simulator piston. The cavity of the simulator assembly and the simulator piston together form an oil chamber, which is connected to the oil reservoir. The oil inlet of the wheel cylinder is connected to the oil drain pipe.

[0010] Furthermore, the oil drain pipe is equipped with a normally closed valve.

[0011] Furthermore, the oil drain pipe is connected to two main pipes, each equipped with a first master cylinder isolation valve and a second master cylinder isolation valve, and both main pipes are connected to branch pipes. The complete wheel cylinders include a first complete wheel cylinder, a second complete wheel cylinder, a third complete wheel cylinder, and a fourth complete wheel cylinder. The oil outlets of the two main pipes are respectively connected to the first complete wheel cylinder and the third complete wheel cylinder, and the oil outlets of the two branch pipes are respectively connected to the second complete wheel cylinder and the fourth complete wheel cylinder.

[0012] Furthermore, the two main pipes are respectively equipped with a second pressure holding valve and a fourth pressure holding valve, and the two branch pipes are respectively equipped with a first pressure holding valve and a third pressure holding valve. The first pressure holding valve, the second pressure holding valve, the third pressure holding valve, and the fourth pressure holding valve are all close to the wheel cylinder of the whole vehicle relative to the first master cylinder isolation valve or the second master cylinder isolation valve.

[0013] Furthermore, the oil reservoir is simultaneously connected to four oil supply pipes via a pressure reducing pipe. The oil outlets of the four oil supply pipes are respectively connected to the side ports of two main pipes and two branch pipes. Each of the four side ports is close to the wheel cylinder relative to the corresponding first pressure holding valve, second pressure holding valve, third pressure holding valve, or fourth pressure holding valve. The four oil supply pipes are respectively equipped with a first pressure reducing valve, a second pressure reducing valve, a third pressure reducing valve, and a fourth pressure reducing valve.

[0014] Furthermore, the oil reservoir is connected to a pressure-building pump, and the oil outlet of the pressure-building pump is connected to a first pressure-building pump isolation valve and a second pressure-building pump isolation valve arranged in parallel. The oil outlets of the first pressure-building pump isolation valve and the second pressure-building pump isolation valve are respectively connected to the two main pipelines.

[0015] Furthermore, the oil outlet of the pressure-building pump is connected to a first hydraulic pressure sensor.

[0016] Furthermore, the master cylinder push rod is equipped with a stroke sensor, and the master cylinder is equipped with a second hydraulic pressure sensor.

[0017] This utility model also provides an automobile, including the aforementioned brake-by-wire system with adjustable brake pedal feel. Attached Figure Description

[0018] Figure 1 This is a structural diagram of the brake-by-wire system of this utility model; Figure 2 This is a partial structural diagram of the brake-by-wire system of this utility model; Figure 3 This is a structural diagram of a brake-by-wire system related to this technology.

[0019] The attached diagram lists the components represented by each number as follows: 1. Oil reservoir; 2. Valve; 3. Stroke sensor; 4. Pedal; 5. Master brake cylinder; 6. Simulator assembly; 61. Simulator piston; 62. Simulator elastic component; 7. Second hydraulic pressure sensor; 8. Normally closed valve; 106. First master cylinder isolation valve; 107. Second master cylinder isolation valve; 110. First pressure build-up pump isolation valve; 111. Second pressure build-up pump isolation valve; 112. First hydraulic pressure sensor; 113. Replenishment check valve; 114. Pressure build-up pump; 115. First pressure holding valve; 116. Second pressure holding valve; 117. Third pressure holding valve; 118. Fourth pressure holding valve; 119. First pressure reducing valve; 120. Second pressure reducing valve; 121. Third pressure reducing valve; 122. Fourth pressure reducing valve; 200. First wheel cylinder; 300. Second wheel cylinder; 400. Third wheel cylinder; 500. Fourth wheel cylinder. Detailed Implementation

[0020] The principles and features of this utility model are described below. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.

[0021] like Figure 3 The existing brake-by-wire system includes a reservoir 1, a master cylinder 5, and wheel cylinders connected to the outlet of the master cylinder 5. The push rod of the master cylinder 5 is fixedly connected to a pedal 4. The master cylinder 5 has a dual-chamber structure, and the reservoir 1 is connected to the two independent chambers of the master cylinder 5 via a third and a fourth pipeline. A valve 2, a normally open diagnostic valve, is installed on the fourth pipeline near the push rod of the master cylinder 5. The reservoir 1 supplies oil to the master cylinder 5. Simultaneously, the two independent chambers of the master cylinder 5 are connected to the wheel cylinders via two independent hydraulic circuits to achieve vehicle braking. The wheel cylinders include a first wheel cylinder 200, a second wheel cylinder 300, a third wheel cylinder 400, and a fourth wheel cylinder 500.

[0022] The fourth pipeline is also equipped with a check valve, the oil inlet of the check valve is connected to the upper pipe section between valve 2 and oil reservoir 1, and the oil outlet of the check valve is connected to the lower pipe section between valve 2 and brake master cylinder 5.

[0023] The use of this brake-by-wire system poses a risk of delayed return and jamming of the brake pedal 4, resulting in a situation where the pedal 4 "does not follow the foot": When the driver performs a "quick press and quick release" braking action, the brake pedal 4 is released rapidly, and the piston in the master cylinder 5 needs to return quickly under the action of the return spring. At this time, because the front cavity is connected to the atmospheric pressure environment of the oil reservoir through the normally open diagnostic valve, a negative pressure will be formed behind it at the moment the piston returns rapidly. The oil in the reservoir cannot be quickly filled and balanced, which hinders the smooth return of the piston. This manifests as the brake pedal 4 not being able to keep up with the driver's foot movement and exhibiting a "jamming" or "not following the foot" phenomenon.

[0024] In addition, the system adopts a dual-chamber braking master cylinder 5, which makes the master cylinder body structure complex, large in size and weight, which is not conducive to its arrangement in a compact engine compartment and goes against the development trend of automotive lightweighting. At the same time, the dual-chamber master cylinder itself has a high manufacturing cost, which is not conducive to cost control.

[0025] Based on the existing brake-by-wire systems described above, this invention provides a brake-by-wire system and a vehicle with adjustable brake pedal feel, as detailed below.

[0026] Example 1 like Figure 1 and Figure 2This utility model provides a brake-by-wire system with adjustable brake pedal feel, including a reservoir 1, a master cylinder 5, and a wheel cylinder connected to the outlet of the master cylinder 5. The push rod of the master cylinder 5 is fixedly connected to the pedal 4. The reservoir 1 is connected to the master cylinder 5 through a first pipeline. The first pipeline is connected to the front section of the master cylinder 5 and is equipped with a valve 2. The valve 2 is a normally closed linear control valve. The first pipeline is also connected to a second pipeline. The second pipeline is connected to the section of the first pipeline located between the reservoir 1 and the valve 2, and is connected to the rear section of the master cylinder 5. The master cylinder 5 has a single-chamber structure.

[0027] The beneficial effects of this embodiment are: when the pedal 4 does not return to its original position but the pressure is 0, the valve 2 is opened, allowing the pedal 4 to return to its original position normally. This avoids the situation where the negative pressure inside the master cylinder 5 causes the pedal 4 to return slowly or the pedal to get stuck and not follow the foot when pressing and releasing quickly. At the same time, by setting the master cylinder 5 to a single-chamber structure, compared with the dual-chamber structure master cylinder 5 in the prior art, the design can be simplified, the valve block volume can be reduced, and the cost can be reduced.

[0028] Based on the above embodiments, the brake-by-wire system is communicatively connected to an electronic control unit to control the opening and closing of valve 2 and its degree of opening. The working principle and wiring method of the electronic control unit are commonplace and belong to conventional methods or common knowledge, and will not be described in detail here. Those skilled in the art can make any selections according to their needs or convenience.

[0029] In practical use, the oil reservoir 1 and the master cylinder 5 are connected by two lines: a first line and a second line. The oil reservoir 1 is directly connected to the front section of the piston seal of the master cylinder 5 through the first line. The first line is equipped with a normally closed linear control valve, which can realize the entry and exit of hydraulic oil into and out of the master cylinder 5 through the control of the electronic control unit. The oil reservoir 1 is connected to the rear section of the piston seal of the master cylinder 5 through the second line, so that the brake fluid fills the inside of the master cylinder 5 when the pedal 4 is in the initial position.

[0030] During braking, hydraulic oil enters the wheel cylinders through the outlet of the master brake cylinder 5 to achieve braking.

[0031] Example 2 like Figure 1 and Figure 2 Based on embodiment 1, the oil outlet of the brake master cylinder 5 is connected to the simulator assembly 6 through the oil drain pipe. The simulator assembly 6 is slidably connected to the simulator piston 61 and is fixedly connected to the simulator elastic component 62 that supports the simulator piston 61. The cavity of the simulator assembly 6 and the simulator piston 61 together form an oil chamber, which is connected to the oil reservoir 1. The oil inlet of the whole wheel cylinder is connected to the oil drain pipe.

[0032] The beneficial effect of adopting the preferred solution in the above embodiments is that when the driver presses the brake pedal 4, the brake fluid in the master cylinder 5 enters the simulator assembly 6, drives the simulator piston 61 and compresses the simulator elastic component 62, and provides the driver with foot feedback through the combination of the master cylinder 5 and the simulator assembly 6.

[0033] Example 3 like Figure 1 and Figure 2 Based on Examples 1 and 2, the oil drain pipe is equipped with a normally closed valve 8.

[0034] The advantage of adopting the preferred solution in the above embodiments is that all the brake fluid is pushed into the entire wheel cylinder to participate in braking by closing the normally closed valve 8, instead of being pushed into the simulator assembly 6.

[0035] Example 4 like Figure 1 and Figure 2 Based on embodiments 1-3, the oil drain pipe is connected to two main pipes, and the two main pipes are respectively equipped with a first main cylinder isolation valve 106 and a second main cylinder isolation valve 107. Both main pipes are connected to branch pipes. The complete wheel cylinder includes a first complete wheel cylinder 200, a second complete wheel cylinder 300, a third complete wheel cylinder 400 and a fourth complete wheel cylinder 500. The oil outlets of the two main pipes are respectively connected to the first complete wheel cylinder 200 and the third complete wheel cylinder 400, and the oil outlets of the two branch pipes are respectively connected to the second complete wheel cylinder 300 and the fourth complete wheel cylinder 500.

[0036] The beneficial effect of adopting the preferred solution in the above embodiments is that, during braking, the first master cylinder isolation valve 106 and the second master cylinder isolation valve 107 are opened, and the brake fluid in the brake master cylinder 5 enters the two main pipes through the drain pipe and simultaneously enters the two branch pipes, ultimately realizing the supply of oil to the first wheel cylinder 200, the second wheel cylinder 300, the third wheel cylinder 400 and the fourth wheel cylinder 500.

[0037] In addition, when active safety systems such as ABS or ESP intervene, the direct hydraulic passage between the brake master cylinder 5 and the corresponding wheel cylinder is cut off by closing the first master cylinder isolation valve 106 and the second master cylinder isolation valve 107, so that the electronic control unit can independently and accurately adjust the braking pressure of the corresponding wheel cylinder to achieve functions such as anti-lock braking or maintaining vehicle stability.

[0038] Example 5 like Figure 1 and Figure 2Based on embodiments 1-4, the two main pipes are respectively equipped with a second pressure holding valve 116 and a fourth pressure holding valve 118, and the two branch pipes are respectively equipped with a first pressure holding valve 115 and a third pressure holding valve 117. The first pressure holding valve 115, the second pressure holding valve 116, the third pressure holding valve 117 and the fourth pressure holding valve 118 are all close to the wheel cylinder of the whole vehicle relative to the first master cylinder isolation valve 106 or the second master cylinder isolation valve 107.

[0039] The beneficial effect of adopting the preferred solution in the above embodiments is that when the oil supply to the whole wheel cylinder is cut off by the first master cylinder isolation valve 106 and the second master cylinder isolation valve 107, the corresponding whole wheel cylinder can be pressure-maintained by the first pressure holding valve 115, the second pressure holding valve 116, the third pressure holding valve 117 and the fourth pressure holding valve 118 to prevent the braking pressure from unexpectedly dropping due to minor leakage or pressure fluctuations in the system. This ensures that the vehicle can maintain stable braking force during continuous braking, avoids braking force decay, and at the same time helps maintain the current braking posture when the driver slightly releases the pedal, improving the accuracy of braking control and driving experience.

[0040] Example 6 like Figure 1 and Figure 2 Based on embodiments 1-5, the oil reservoir 1 is simultaneously connected to four oil supply pipes through a pressure reducing pipe. The oil outlets of the four oil supply pipes are respectively connected to the side ports of two main pipes and two branch pipes. The four side ports are all close to the wheel cylinder of the whole vehicle relative to the corresponding first pressure holding valve 115, second pressure holding valve 116, third pressure holding valve 117 or fourth pressure holding valve 118. The four oil supply pipes are respectively equipped with a first pressure reducing valve 119, a second pressure reducing valve 120, a third pressure reducing valve 121 and a fourth pressure reducing valve 122.

[0041] The beneficial effect of adopting the preferred solution in the above embodiments is that when the pressure of the main cylinder or downstream pipeline of the vehicle rises abnormally due to thermal expansion or other reasons and exceeds its set value, the corresponding first pressure reducing valve 119, second pressure reducing valve 120, third pressure reducing valve 121 or fourth pressure reducing valve 122 will open to release the excess pressure oil back to the oil reservoir 1, thereby preventing the system pressure from being too high, protecting the hydraulic components from damage, and quickly closing after pressure relief to maintain the basic pressure of the system and ensure braking safety.

[0042] In this embodiment, the first pressure holding valve 115 and the first pressure reducing valve 119 are connected in parallel, the second pressure holding valve 116 and the second pressure reducing valve 120 are connected in parallel, the third pressure holding valve 117 and the third pressure reducing valve 121 are connected in parallel, and the fourth pressure holding valve 118 and the fourth pressure reducing valve 122 are connected in parallel.

[0043] Example 7 like Figure 1 and Figure 2Based on Examples 1-6, the oil reservoir 1 is connected to a pressure-building pump 114, and the oil outlet of the pressure-building pump 114 is connected to a first pressure-building pump isolation valve 110 and a second pressure-building pump isolation valve 111 arranged in parallel. The oil outlets of the first pressure-building pump isolation valve 110 and the second pressure-building pump isolation valve 111 are respectively connected to two main pipelines.

[0044] The beneficial effect of adopting the preferred solution in the above embodiments is that when the driver presses the brake pedal, hydraulic oil is input from the oil reservoir 1 to the pressure building pump 114 to build up pressure. The hydraulic oil is output through the first pressure building pump isolation valve 110 and the second pressure building pump isolation valve 111 to supply oil to the first wheel cylinder 200, the second wheel cylinder 300, the third wheel cylinder 400 and the fourth wheel cylinder 500, thereby realizing the vehicle deceleration and braking.

[0045] Based on the above embodiments, the connection points between the first pressure-building pump isolation valve 110 and the second pressure-building pump isolation valve 111 and the corresponding main pipelines are located after the corresponding first master cylinder isolation valve 106 and second master cylinder isolation valve 107.

[0046] Based on the above embodiments, the oil inlet of the pressure-building pump 114 is connected to the pressure-reducing pipe through two branch pipes, thereby achieving communication with the oil reservoir 1. One of the branch pipes is equipped with a replenishing check valve 113 to replenish the oil chamber of the pressure-building pump 114 through the replenishing check valve 113.

[0047] Example 8 like Figure 1 and Figure 2 Based on Examples 1-7, the oil outlet of the pressure pump 114 is connected to the first hydraulic pressure sensor 112.

[0048] The advantage of adopting the preferred solution in the above embodiments is that the hydraulic oil pressure output by the pressure-building pump 114 can be measured in real time through the first hydraulic pressure sensor 112.

[0049] Example 9 like Figure 1 and Figure 2 Based on embodiments 1-8, the push rod of the brake master cylinder 5 is equipped with a stroke sensor 3, and the brake master cylinder 5 is equipped with a second hydraulic pressure sensor 7.

[0050] The beneficial effect of adopting the preferred solution in the above embodiments is that the stroke sensor 3 is arranged on the push rod of the brake master cylinder 5 to monitor the depth of the driver pressing the brake pedal 4 and to feed back to the electronic control unit. At the same time, the internal pressure of the brake master cylinder 5 can be monitored by the second hydraulic pressure sensor 7. If the pedal 4 does not return to its original position but the pressure is 0, the valve 2 is opened so that it can return to its original position normally.

[0051] Example 10 This utility model also provides an automobile, including a brake-by-wire system with adjustable brake pedal feel as described in Examples 1-9.

[0052] By adopting the above-mentioned brake-by-wire system, different pedal feel can be adjusted without adding any parts; the problem of pedal sticking / pedal not keeping up with the foot can be avoided; the brake master cylinder 5 adopts a single-chamber design, which can simplify the design, reduce the valve block volume, and reduce costs.

[0053] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0054] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0055] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0056] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0057] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0058] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A brake-by-wire system with adjustable brake pedal feel, comprising an oil reservoir (1), a master cylinder (5), and a wheel cylinder connected to the oil outlet of the master cylinder (5), wherein a pedal (4) is fixedly connected to the push rod of the master cylinder (5), characterized in that, The oil reservoir (1) is connected to the master cylinder (5) via a first pipeline. The first pipeline is connected to the front section of the master cylinder (5) and is equipped with a valve (2). The valve (2) is a normally closed linear control valve. The first pipeline is also connected to a second pipeline. The second pipeline is connected to the section of the first pipeline located between the oil reservoir (1) and the valve (2) and is connected to the rear section of the master cylinder (5). The master cylinder (5) is a single-chamber structure.

2. The brake-by-wire system with adjustable brake pedal feel according to claim 1, characterized in that, The oil outlet of the master cylinder (5) is connected to the simulator assembly (6) through the drain pipe. The simulator assembly (6) is slidably connected to the simulator piston (61) and is fixedly connected to the simulator elastic component (62) that supports the simulator piston (61). The cavity of the simulator assembly (6) and the simulator piston (61) together form an oil chamber. The oil chamber is connected to the oil reservoir (1). The oil inlet of the whole wheel cylinder is connected to the drain pipe.

3. The brake-by-wire system with adjustable brake pedal feel according to claim 2, characterized in that, The oil drain pipe is equipped with a normally closed valve (8).

4. The brake-by-wire system with adjustable brake pedal feel according to claim 2, characterized in that, The oil drain pipe is connected to two main pipes, and the two main pipes are respectively equipped with a first main cylinder isolation valve (106) and a second main cylinder isolation valve (107). Both main pipes are connected to branch pipes. The complete wheel cylinders include a first complete wheel cylinder (200), a second complete wheel cylinder (300), a third complete wheel cylinder (400), and a fourth complete wheel cylinder (500). The oil outlets of the two main pipes are respectively connected to the first complete wheel cylinder (200) and the third complete wheel cylinder (400), and the oil outlets of the two branch pipes are respectively connected to the second complete wheel cylinder (300) and the fourth complete wheel cylinder (500).

5. The brake-by-wire system with adjustable brake pedal feel according to claim 4, characterized in that, The two main pipes are respectively equipped with a second pressure holding valve (116) and a fourth pressure holding valve (118), and the two branch pipes are respectively equipped with a first pressure holding valve (115) and a third pressure holding valve (117). The first pressure holding valve (115), the second pressure holding valve (116), the third pressure holding valve (117) and the fourth pressure holding valve (118) are all close to the wheel cylinder of the whole vehicle relative to the first master cylinder isolation valve (106) or the second master cylinder isolation valve (107).

6. The brake-by-wire system with adjustable brake pedal feel according to claim 5, characterized in that, The oil reservoir (1) is connected to four oil supply pipes through a pressure reducing pipe. The oil outlets of the four oil supply pipes are respectively connected to the side ports of the two main pipes and the two branch pipes. The four side ports are close to the wheel cylinder of the whole vehicle relative to the corresponding first pressure holding valve (115), second pressure holding valve (116), third pressure holding valve (117) or fourth pressure holding valve (118). The four oil supply pipes are respectively equipped with a first pressure reducing valve (119), a second pressure reducing valve (120), a third pressure reducing valve (121) and a fourth pressure reducing valve (122).

7. The brake-by-wire system with adjustable brake pedal feel according to claim 4, characterized in that, The oil reservoir (1) is connected to a pressure-building pump (114), and the oil outlet of the pressure-building pump (114) is connected to a first pressure-building pump isolation valve (110) and a second pressure-building pump isolation valve (111) arranged in parallel. The oil outlets of the first pressure-building pump isolation valve (110) and the second pressure-building pump isolation valve (111) are respectively connected to the two main pipelines.

8. The brake-by-wire system with adjustable brake pedal feel according to claim 7, characterized in that, The oil outlet of the pressure pump (114) is connected to the first hydraulic pressure sensor (112).

9. A brake-by-wire system with adjustable brake pedal feel according to any one of claims 1-7, characterized in that, The master cylinder (5) is equipped with a stroke sensor (3) on its push rod, and the master cylinder (5) is also equipped with a second hydraulic pressure sensor (7).

10. A car, characterized in that, Includes a brake-by-wire system with adjustable brake pedal feel as described in any one of claims 1-9.

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