Pedal system

Abstract

The present disclosure relates to a pedal system for a vehicle, a vehicle including such a pedal system, a method for manufacturing such a pedal system, and a method for operating such a pedal system. The pedal system includes a pedal arm, a support member, a first locking unit, and a second locking unit. The pedal arm is arranged at the support member and can pivot about the support member. The first locking unit is arranged at the support member and can be coupled to the pedal arm to move the pedal arm to a first position. The second locking unit is connected to the pedal arm to release the pedal arm to a second position. The first locking unit is different from the second locking unit.

Description

Technical Field

[0001] The present disclosure relates to a pedal system for a vehicle, a vehicle comprising such a pedal system, a method for producing such a pedal system and a method for operating such a pedal system. Background Art

[0002] Significant progress is being made in autonomous vehicle technology. This technology allows drivers to reduce manual control of the vehicle and provide a comfortable journey. Autonomous driving technology is categorized into numerical levels from zero to five, with zero corresponding to no automation with full human control and five corresponding to full automation with no human control. At higher levels of vehicle automation, such as four or five, the driver may not need to pay attention to manually operate or control the vehicle, meaning the vehicle is in a fully autonomous state.

[0003] In this case, the driver may need more comfort during his stay in the vehicle, such as more space in the vehicle cabin. Specifically, the driver may want more flexibility in the leg or foot area because the driver may not need to operate the accelerator and / or brake pedal himself. Summary of the Invention

[0004] Therefore, it may be desirable to provide an improved pedal system that provides more space, thereby providing greater comfort to the driver.

[0005] This problem is solved by the subject matter of the independent claims of the present disclosure, wherein further embodiments are contained in the dependent claims. It should be noted that the aspects of the present disclosure described below are applicable to a pedal system for a vehicle, a vehicle comprising such a pedal system, a method for manufacturing such a pedal system, and a method for operating such a pedal system.

[0006] According to the present disclosure, a pedal system for a vehicle is provided. The pedal system includes a pedal arm, a support member, a first locking unit, and a second locking unit. The pedal arm is disposed at the support member and is pivotable about the support member. The first locking unit is disposed at the support member and is couplable to the pedal arm to move the pedal arm to a first position. The second locking unit is connected to the pedal arm to release the pedal arm to a second position. The first locking unit is different from the second locking unit.

[0007] The pedal system according to the present disclosure provides more space in the foot area, providing the driver with a more ergonomic and comfortable seat. Depending on the use of the pedal arm and / or the driving mode of the vehicle, the pedal arm of the pedal system can be movable between a first position and a second position. For example, in the case of automatic driving of the vehicle, the driver may not actuate the pedal arm. Therefore, by pivoting the pedal arm to a position where the pedal arm can be retracted or stowed, the driver can have more space and the driver will not be disturbed by the exposed pedal system. In contrast, in the case of manual driving of the vehicle, the driver needs to actuate the pedal arm. Therefore, the pedal arm can return to its deployed and / or operating position. In other words, the pedal system can be adjustable with respect to the driving mode of the vehicle. Therefore, flexible but safe use of the pedal system can be ensured.

[0008] Furthermore, such a pedal system can be easily manufactured at low cost, since conventional pedal systems can be used without modifying the pedal system.

[0009] The support member may be disposed on the vehicle's floor. The pedal arm may be fixedly secured to the support member via a shaft that may be inserted between and extend through the pedal arm and the support member. The shaft may be, for example, a screw, a pin, or the like, and may form the pedal arm's axis of rotation. In other words, the pedal arm may pivot about the shaft, allowing it to tilt away from the support member and / or the vehicle's floor, or to move closer to the support member and / or the vehicle's floor.

[0010] The first locking unit may be disposed at an upper portion of the support member relative to the rotation axis of the pedal arm, and the second locking unit may be disposed at an opposite side of the first locking unit relative to the rotation axis, ie, at a lower portion relative to the rotation axis of the pedal arm.

[0011] When the first locking unit is not actuated, the first locking unit can be disconnected from the pedal arm. The first locking unit can be connected to a control unit such as an electronic control unit (ECU). When the first locking unit receives information from the control unit that the pedal arm needs to be moved to the first position, the first locking unit can be connected to the pedal arm to pivot it to the first position. However, the second locking unit can be stably connected to the pedal arm and allow the pedal arm to pivot to the second position. In other words, the two separate locking units can work differently to move the pedal arm between the first position and the second position.

[0012] In one embodiment, the first locking unit and the second locking unit are arranged between the pedal arm and the floor portion of the vehicle. Therefore, only the pedal arm and no other components of the pedal system are exposed to the driver's foot area to provide maximum available space.

[0013] In one embodiment, the first locking unit comprises an actuator and a rod element, and the pedal arm comprises a rod coupling element. The actuator is configured to actuate the rod element so as to couple with the rod coupling element of the pedal arm.

[0014] The first locking unit may receive information about the vehicle's driving state from a control unit. Once the vehicle switches to autonomous driving mode, an actuator connected to the lever element may move the lever element toward the lever coupling element of the pedal arm. The actuator may be a motor. After coupling with the lever coupling element, the actuator may further press the lever element with a predetermined force, thereby pressing the lever coupling element to pivot the pedal arm about its rotation axis to the first position.

[0015] In one embodiment, the rod coupling element may be arranged at the top of the pedal arm. In other words, the pedal arm may include a pedal interface at one end and a rod coupling element at the other end. In other words, the rod coupling element may be arranged on the opposite side of the pedal interface relative to the pedal arm's rotational axis. Therefore, when the rod element of the first locking unit extends toward the rod coupling element and presses it away from the support member, the lower portion of the pedal arm relative to the rotational axis can pivot toward the support member and / or the vehicle's floor portion.

[0016] In one embodiment, the rod element includes a protrusion at the end facing the rod coupling element, and the rod coupling element includes a groove formed corresponding to the shape of the protrusion. The rod element of the first locking unit may include a first end connected to the actuator and a second end facing the rod coupling element. The second end of the rod element may include a protrusion, which may be formed to have a diameter larger than the cross-sectional diameter of the rod element. However, the protrusion may also be smaller than the cross-sectional diameter of the rod element.

[0017] The protrusion of the rod element can have any shape, such as circular, rectangular, and / or curved. The recess of the rod coupling element can be formed so that the protrusion of the rod element fits snugly into the recess. In other words, the recess of the rod coupling element can at least partially surround or completely accommodate the protrusion. Thus, the force applied by the actuator and transmitted via the rod element of the first locking unit can be reliably transmitted to the recess and the rod coupling element, and subsequently to the pedal arm, ensuring that the pedal arm moves to the first position.

[0018] In one embodiment, the protrusion of the rod element is spherical, and the recess of the rod coupling element has a concave shape. The recess of the rod coupling element can properly receive the spherical end of the rod element to allow the linear force applied by the actuator to be transmitted. As a result, the force can be transmitted to the pedal arm without any loss, thereby pivoting the pedal arm to the first position.

[0019] In one embodiment, the first locking unit is configured to lock the pedal arm in a first position. The first locking unit can be configured not only to move the pedal arm to the first position by pressing the lever coupling element, but also to maintain the pedal arm in the first position by continuously pressing the lever coupling element with the lever element. Thus, the pedal arm can be fixed in the first position and cannot pivot back in the direction of the second or previous position.

[0020] In one embodiment, the second locking unit comprises a spring element that is biased when the pedal arm is in the first position. When the lever element is coupled to the lever coupling element and moves the pedal arm to the first position, the pedal arm can press the second locking unit and / or the spring element in the direction of the vehicle floor portion.

[0021] Because the lever coupling element can be positioned above the pedal arm relative to the pedal arm's rotational axis, the lower portion of the pedal arm can pivot about the rotational axis in a direction opposite to the upper portion of the pedal arm. In other words, if the lever element presses the lever coupling element away from the support member, the lower portion of the pedal arm can pivot toward the support member and / or the vehicle's floor portion, pressing against a spring element positioned between the pedal arm and the floor portion. Thus, the pressure applied by the actuator to the lever element and the pressure applied to the pedal arm biasing the spring element can be applied in opposite directions relative to each other. When the pedal arm is locked in the first position, the pressure applied by the actuator of the first locking unit can be strong enough to compress the spring element and maintain its bias.

[0022] In an embodiment, the first locking unit is configured to apply a greater force to the pedal arm than the second locking unit. In other words, the pressure applied by the actuator of the first locking unit may be greater than the spring force of the spring element, such that the first locking unit can retain the pedal arm in the first position while simultaneously maintaining the spring element in a biased state. For example, the actuator of the first locking unit may apply a pressure of approximately 300 N, while the spring element may have a spring force of approximately 200 N.

[0023] In one embodiment, the first position is a locked position in which the pedal arm is retracted, and the second position is a released position of the pedal arm. In the case of automatic vehicle operation, the pedal arm can be pivoted to the locked position. In particular, the first locking unit can press a rod coupling element of the pedal arm so as to pivot the pedal arm about the rotation axis in the direction of the floor portion of the vehicle. At the same time, a spring element that can be arranged between the pedal arm and the floor portion can be biased by the retracted pedal arm. In addition, the pedal arm can be locked in the retracted position by keeping the rod coupling element pressed. As a result, more space can be provided in the driver's foot area.

[0024] If the vehicle is switched to manual driving mode, the pressure of the lever element on the lever coupling element can be reduced by the actuator. Thus, the biased spring element can be released and the pedal arm can be pivoted to the release position, so that the driver can manually operate the pedal arm.

[0025] In one embodiment, the actuator is a stepper motor configured to gradually release the second locking unit to the second position. When the first locking unit receives information from the control unit indicating that the vehicle has exited the automated driving state, the actuator can reduce the pressure applied to the lever element to release the pedal arm from the first (i.e., locked) position. However, if the actuator rapidly removes the pressure and / or rapidly retracts the lever element, the pedal arm may rebound to the released position, i.e., the operative position, which could annoy or even injure the driver.

[0026] The stepper motor allows the pedal arm to be smoothly released into the second position. Consequently, the stepper motor gradually reduces the pressure applied to the rod element, and the rod element gradually and slowly separates from the rod coupling element of the pedal arm. For example, the pedal arm can be deployed from the first position to the second position in approximately 10 seconds. This ensures that the pedal arm is safely released into the second position. Alternatively, the actuator can be a synchronous motor, servo motor, electric linear stepper motor, DC motor, or the like.

[0027] In one embodiment, the lever element is disconnected from the pedal arm and / or the lever coupling element in the second position. In other words, during the driver's manual operation of the pedal arm, the lever element and / or the first locking unit can be separated from the pedal arm to allow the driver to reliably actuate the pedal arm.

[0028] In an embodiment, the pedal system is connected to a brake system. Thus, the pedal system may be a brake pedal system, wherein the pedal arm is pivotable between a retracted position and a deployed / released position relative to a driving mode of the vehicle.

[0029] According to the present disclosure, a vehicle is provided. The vehicle includes the pedal system described above. The vehicle also includes a driver assistance system with an autonomous driving function. The driver assistance system can enable the vehicle to at least assist in driving or even autonomously, thereby reducing the burden on the driver. The autonomous driving function may include, for example, cruise control, automatic parking, a pre-collision system, lane control, a vehicle communication system, and the like.

[0030] In one embodiment, the vehicle further comprises a control unit configured to send a signal to the pedal system to move the pedal arm to the first position when the automatic driving function is activated, and / or to send a signal to the pedal system to release the pedal arm to the second position when the automatic driving function is deactivated. As long as the first locking unit receives a signal from the control unit for automatic driving of the vehicle, an actuator connected to the rod element may move the rod element toward the rod coupling element of the pedal arm. After coupling with the rod coupling element, the actuator may further press the rod element with a predetermined force and then press the rod coupling element so that the pedal arm pivots around the rotation axis of the pedal arm to the locked position. If the first locking unit receives a deactivation signal for automatic driving, the actuator may gradually reduce the pressure applied to the rod element so as to smoothly deploy the pedal arm to the release position.

[0031] According to the present disclosure, a method for manufacturing a pedal system is provided. The method includes, but not necessarily in this order:

[0032] Arranging a pedal arm on the support member, the pedal arm being pivotable about the support member,

[0033] arranging a first locking unit at the support member, and

[0034] Attach the second locking unit to the pedal arm.

[0035] The first locking unit is coupleable with the pedal arm to move the pedal arm to a first position, and the second locking unit is configured to release the pedal arm to a second position.The first locking unit is different from the second locking unit.

[0036] According to the present disclosure, a method for operating a pedal system in a vehicle is provided. The method includes, but not necessarily in this order:

[0037] When the automatic driving function is activated, a signal is sent to the first locking unit,

[0038] actuating the first locking unit to couple the first locking unit with the pedal arm and move the pedal arm to the first position,

[0039] The pedal arm is locked in the first position by the first locking unit,

[0040] When the automatic driving function is deactivated, a signal is sent to the first locking unit, and

[0041] The pedal arm is moved to the second position by gradually releasing the second locking unit.

[0042] The pedal system according to the present disclosure thus provides more space in the foot area, creating a more ergonomic and comfortable seat for the driver. The position of the pedal arm of the pedal system is adjustable between a first / locked position and a second / released position, depending on the vehicle's driving mode. This ensures flexible and safe use of the pedal system.

[0043] According to the present disclosure, a computer program element for operating a pedal system may also be provided. The computer program element is adapted to perform the operating method as described above when executed by a processing unit.

[0044] It should be noted that, regardless of the aspects involved, the above embodiments can be combined with each other. Thus, the method can be combined with structural features, and similarly, the system can be combined with features described above with respect to the method.

[0045] These and other aspects of the embodiments will be apparent from and elucidated with reference to the embodiments described hereinafter. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Exemplary embodiments will be described below with reference to the accompanying drawings.

[0047] Figure 1a 、 Figure 1b 、 Figure 1c An embodiment of a pedal system according to the present disclosure is shown schematically and exemplarily.

[0048] Figure 2a 、 Figure 2b 、 Figure 2c A cross-sectional object view of an embodiment of a pedal system according to the present disclosure is shown schematically and exemplarily.

[0049] Figure 3a 、 Figure 3b 、 Figure 3c An embodiment of a pedal system according to the present disclosure is shown schematically and exemplarily.

[0050] Figure 4a 、 Figure 4b An embodiment of a pedal system according to the present disclosure is shown schematically and exemplarily. DETAILED DESCRIPTION

[0051] Figures 1a to 1cA pedal system 1 according to the present disclosure is shown. The pedal system 1 can be connected to a brake system or an accelerator system. The pedal system 1 includes a pedal arm 30, a support member 40, a first locking unit 10, and a second locking unit 20. The pedal arm 30 is arranged at the support member 40, which is attached to the floor portion 50 of the vehicle. The pedal arm 30 is coupled to the support member 40 via an axis, which forms a rotation axis 32 of the pedal arm 30. Preferably, the rotation axis 32 is arranged at the top of the pedal arm 30 so that substantially the entire pedal arm 30 can pivot about the rotation axis 32 relative to the support member 40 and / or the floor portion 50 of the vehicle.

[0052] The first locking unit 10 is arranged on an upper portion of the support member 40 relative to the rotation axis 32 of the pedal arm 30. In other words, the first locking unit 10 is provided in the support member 40 on the side opposite to the extending direction of the pedal arm 30 relative to the rotation axis 32. The first locking unit 10 includes a motor 11 and a rod element 12 connected to the motor 11. The motor 11 can be, for example, a synchronous motor, a servo motor, an electric linear stepper motor, or a DC motor, and is preferably a stepper motor. The motor 11 is configured to gradually apply pressure, that is, gradually increase and / or decrease the force applied to the rod element 12.

[0053] The first locking unit 10 can be connected to the vehicle's electronic control unit (not shown) and can receive a signal from the control unit when autonomous driving is activated or deactivated. When the vehicle is in autonomous driving mode, the motor 11 applies pressure to the rod element 12 to cause the rod element 12 to advance linearly. The pedal arm 30 includes a rod coupling element 31 at its top to receive the extended rod element 12.

[0054] The rod element 12 includes a spherical protrusion 13 facing the rod coupling element 31. The rod coupling element 31 includes a groove 33, preferably a concave groove 33, to at least partially surround the spherical protrusion 13 of the rod element 12. Therefore, the pressure applied by the motor 11 and transmitted by the rod element 12 can be effectively transmitted linearly to the rod coupling element 31 (see Figures 2a to 2c ).

[0055] After the rod element 12 of the first locking unit 10 is coupled to the rod coupling element 31 of the pedal arm 30, the rod element 12 further extends to press the rod coupling element 31. Since the pedal arm 30 is pivotally arranged at the support member 40 and the rod element 12 presses the rod coupling element 31 arranged on the top of the pedal arm 30, the pedal arm 30 will pivot in the direction of the support member 40 and / or the floor portion 50 of the vehicle (see FIG. Figure 1c In other words, the pressure applied to the pedal arm 30 for retracting the pedal arm 30 is applied in the opposite direction in which the pedal arm 30 is retracted (see Figure 1b ).

[0056] The motor 11 is configured to steadily apply pressure to the lever element 12 so that the pedal arm 30 is firmly retracted in the first position, ie, the locked position. As a result, more space and more comfort can be provided in the foot area during autonomous driving of the vehicle.

[0057] The pedal system 1 also includes a second locking unit 20, similar to the first locking unit 10, arranged between the vehicle's floor portion 50 and the pedal arm 30. The second locking unit 20 is connected to the pedal arm 30 and is configured to release the pedal arm 30 to a second position, i.e., a released position. The second locking unit 20 includes a spring element 21. When the lever element 12 of the first locking unit 10 is coupled to the lever coupling element 31 of the pedal arm 30, the spring element 21 is biased and locks the pedal arm 30 in the retracted position. In other words, as the pedal arm 30 moves to the retracted position, it presses the spring element 21 toward the vehicle's floor portion 50.

[0058] In order for the pedal arm 30 to press the spring element 21, the spring force of the spring element 21 is smaller than the pressure of the rod coupling element 31 applied to the pedal arm 30. For example, the motor 11 may provide a pressure of 300N, and the spring element 21 may have a spring force of 200N.

[0059] Since the first locking unit 10 and the second locking unit 20 are both arranged between the floor portion 50 of the vehicle and the pedal arm 30, other components of the pedal system 1 except the pedal arm 30 are not exposed to the driver's foot area, which allows the driver to have a safe and more comfortable foot area during automatic driving of the vehicle.

[0060] Figures 3a to 3c The pedal system 1 is shown in the case where the automatic driving is deactivated. If the electronic control unit of the vehicle provides a signal to the first locking unit 10 that the automatic driving is deactivated, the motor 11 gradually reduces the pressure. Figure 3b As shown, even when the pedal arm 30 is deployed, the rod element 12 of the first locking unit 10 is coupled to the rod coupling element 31. During deployment, the pressure applied to the pedal arm 30 remains greater than the spring force of the spring element 21, smoothly releasing the pedal arm 30 to the second / released position. Therefore, the spring element 21, which is biased in the locked position of the pedal arm 30, is not rapidly released or retracted, preventing any accidents. For example, it may take 10 seconds for the pedal arm 30 to fully deploy.

[0061] However, the spring force of the spring element 21 is large enough to push the pedal arm 30 to the release position. When the pedal arm 30 is fully extended to the release / manual operation position, the lever element 12 is disconnected from the pedal arm 30 (see FIG. Figure 3c ).

[0062] Figure 4a and Figure 4b The manual operation of the pedal system 1 is shown. If the automatic driving function is deactivated, the lever element 12 of the first locking unit 10 is disconnected from the pedal arm 30 and remains in the retracted position. Therefore, the lever element 12 does not interfere with the manual operation of the pedal arm 30.

[0063] It should be noted that embodiments of the present disclosure are described with reference to different subject matters. In particular, some embodiments are described with reference to method-type claims, while other embodiments are described with reference to apparatus-type claims. However, those skilled in the art will appreciate from the above and following descriptions that, unless otherwise stated, any combination of features relating to different subject matters, in addition to any combination of features belonging to one type of subject matter, is also considered to be disclosed with this application. However, all features can be combined to provide synergistic effects, rather than simply adding these features together.

[0064] Although the present disclosure has been shown and described in detail in the drawings and the specification, such illustration and description are to be considered illustrative or exemplary rather than restrictive. The present disclosure is not limited to the disclosed embodiments. Other variations of the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed disclosure by studying the drawings, the disclosure, and the appended claims.

[0065] In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude a plurality. A single processor or other unit may fulfill the functions of several items recited in a claim. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage. Any reference signs in the claims should not be construed as limiting the scope.

Claims

1. A pedal system (1) for a vehicle, comprising: Pedal arm (30), a support member (40), a first locking unit (10), and A second locking unit (20), wherein the rotation shaft (32) is arranged on the top of the pedal arm (30); wherein the pedal arm (30) is pivotally coupled to the support member (40) at a rotation axis (32); wherein the first locking unit (10) is arranged at an upper portion of the support member (40) relative to the rotation axis (32) and is coupleable with the top portion of the pedal arm (30) above the rotation axis (32) to move the pedal arm (30) to a first position, wherein the second locking unit (20) is connected to the pedal arm (30) below the rotation axis (32) to release the pedal arm (30) to the second position, wherein the first locking unit (10) is different from the second locking unit (20), wherein the first locking unit (10) is configured to lock the pedal arm (30) in the first position; When the pedal arm (30) is in the second position, the rod element (12) of the first locking unit (10) is disconnected from the pedal arm (30).

2. The pedal system (1) according to claim 1, the first locking unit (10) and the second locking unit (20) being arranged between a floor portion (50) of the vehicle and the pedal arm (30).

3. The pedal system (1) according to claim 1, the first locking unit (10) includes an actuator (11) and a rod element (12), the pedal arm (30) includes a rod coupling element (31), and the actuator is configured to actuate the rod element (12) so as to couple with the rod coupling element (31) of the pedal arm (30).

4. The pedal system (1) according to claim 3, wherein the rod element (12) includes a protrusion (13) at the end facing the rod coupling element (31), and the rod coupling element (31) includes a groove (33) formed corresponding to the shape of the protrusion (13).

5. The pedal system (1) according to claim 4, the protrusion (13) of the lever element (12) being spherical, and the recess (33) of the lever coupling element (31) having a concave shape.

6. The pedal system (1) according to claim 1, the second locking unit (20) comprising a spring element (21), the spring element (21) being biased when the pedal arm (30) is in the first position.

7. The pedal system (1) according to claim 1, the first locking unit (10) being configured to apply a higher force to the pedal arm (30) than the second locking unit (20).

8. The pedal system (1) according to claim 1, the first position being a locked position in which the pedal arm (30) is retracted, and the second position being a released position of the pedal arm (30).

9. The pedal system (1) according to claim 3, the actuator (11) of the first locking unit (10) being a stepper motor, the stepper motor being configured to gradually release the second locking unit (20) to the second position.

10. The pedal system (1) according to claim 1, being connected to a brake system.

11. A vehicle comprising a pedal system (1) according to any one of the preceding claims 1-10, said vehicle comprising a driver assistance system with automated driving functionality.

12. The vehicle according to claim 11 further includes a control unit configured to send a signal to the pedal system (1) to move the pedal arm (30) to the first position when the automatic driving function is activated, and / or to send a signal to the pedal system (1) to release the pedal arm (30) to the second position when the automatic driving function is deactivated.

13. A method for manufacturing a pedal system (1), comprising: The pedal arm (30) is arranged at the support member (40), and the pedal arm (30) is pivotable about the support member (40), arranging a first locking unit (10) at the support member (40), and connecting a second locking unit (20) to the pedal arm (30), wherein the rotation shaft (32) is arranged on the top of the pedal arm (30); wherein the pedal arm (30) is pivotally coupled to the support member (40) at a rotation axis (32); wherein the first locking unit (10) is arranged at an upper portion of the support member (40) relative to the rotation axis (32) and is coupleable with the top portion of the pedal arm (30) above the rotation axis (32) to move the pedal arm (30) to a first position, wherein the second locking unit (20) is connected to the pedal arm (30) below the rotation axis (32) to release the pedal arm (30) to a second position, and wherein the first locking unit (10) is different from the second locking unit (20); wherein the first locking unit (10) is configured to lock the pedal arm (30) in the first position; When the pedal arm (30) is in the second position, the rod element (12) of the first locking unit (10) is disconnected from the pedal arm (30).

14. A method for operating a pedal system (1) according to claim 1 to 10 in a vehicle according to claim 11 or 12, When the automatic driving function is activated, a signal is sent to the first locking unit (10), actuating the first locking unit (10) to couple the first locking unit (10) with the pedal arm (30) and move the pedal arm (30) to a first position, The pedal arm (30) is locked in the first position by the first locking unit (10), When the automatic driving function is deactivated, a signal is sent to the first locking unit (10), and The pedal arm (30) is moved to the second position by gradually releasing the second locking unit (20).

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