Driving mode switching mechanism and vehicle

Abstract

This invention discloses a driving mode switching mechanism and a vehicle, relating to the field of driving mode switching technology. It includes: a support structure, a pedal, a connecting component, a throttle controller, a first switching lever, a second switching lever, a switching component, and a control component. The switching component is configured to prevent the first switching lever from rotating relative to the second switching lever to enter an autonomous driving mode, or to allow the first switching lever to rotate relative to the second switching lever to enter a manual driving mode. In autonomous driving mode, the free end of the control component can drive the first and second switching levers to rotate synchronously around a first pivot axis and rotate the input end of the throttle controller. In manual driving mode, the pedal can rotate and drive the input end of the throttle controller to rotate. The throttle controller can control the vehicle's power system to operate at different output power according to the rotation angle of the throttle controller input end, thus conveniently realizing driving mode switching.

Description

Technical Field

[0001] This invention relates to the field of driving mode switching technology, and in particular to a driving mode switching mechanism and a vehicle. Background Technology

[0002] In the current transportation sector, autonomous driving technology is rapidly developing as a cutting-edge technology. It relies on sensors and algorithms to achieve precise navigation and automatic vehicle control, reducing human error. However, for most vehicles, complete autonomous driving is not yet universally applicable; manual driving remains suitable in certain scenarios. Therefore, the key lies in how to switch between manual and autonomous driving modes. Consequently, there is an urgent need for a driving mode switching mechanism and vehicle that can conveniently achieve this switching. Summary of the Invention

[0003] The purpose of this invention is to provide a driving mode switching mechanism and vehicle to solve the problems existing in the prior art and to conveniently realize driving mode switching.

[0004] To achieve the above objectives, the present invention provides the following solution:

[0005] This invention provides a driving mode switching mechanism, comprising: a support structure, a pedal, a connecting assembly, a throttle controller, a first switching lever, a second switching lever, a switching assembly, and a control assembly. The pedal is rotatably connected to the support structure. The throttle controller and the control assembly are both fixedly connected to the support structure. One end of the connecting assembly is fixedly connected to the pedal, and the other end is connected to the input end of the throttle controller. The output end of the throttle controller is used to connect to the input end of the vehicle's power system. A first end of the first switching lever is rotatably connected to the support structure around a first pivot, and the other end is connected to the connecting assembly. The control assembly has a free end. One end of the second switching lever is coaxially rotatably connected to the first end of the first switching lever on the support structure, and the other end is connected to the control assembly. The free end of the control component and the switching component are connected to the vehicle's control system signal. The switching component is configured to prevent the first switching lever from rotating relative to the second switching lever to enter the automatic driving mode, or to allow the first switching lever to rotate relative to the second switching lever to enter the manual driving mode. In the automatic driving mode, the free end of the control component can drive the first and second switching levers to rotate synchronously around the first pivot and cause the connecting component to drive the input end of the throttle controller to rotate. In the manual driving mode, the pedal can rotate and cause the connecting component to drive the input end of the throttle controller to rotate. The throttle controller can control the vehicle's power system to operate at different output power according to the rotation angle of the throttle controller input end.

[0006] In some embodiments, the connecting assembly includes an active push rod, a driven push rod, a pin, and a slider. One end of the active push rod is fixedly connected to the pedal, and the other end is rotatably connected to one end of the driven push rod around the pin. The end of the driven push rod away from the pin is fixedly connected to the input end of the throttle controller. The pin is fixedly connected to the slider, and the slider is slidably connected to the first switching rod along the length direction of the first switching rod.

[0007] In some embodiments, the switching assembly includes a first driver and a locking lever. The first switching lever has a first locking hole, and the second switching lever has a second locking hole. The positions of the first locking hole and the second locking hole can correspond. The first driver is connected to the second switching lever, and the locking lever is fixedly connected to the output end of the first driver. The locking lever can simultaneously extend into the first locking hole and the second locking hole or separate from the first locking hole under the drive of the first driver.

[0008] In some embodiments, when the locking rod is separated from the first locking hole, the locking rod is located in the second locking hole; the switching assembly further includes a screw, a nut, and a connector, the screw is rotatably connected to the first switching rod, the screw is parallel to the locking rod, the nut is threadedly connected to the screw, the connector is fixedly connected to the nut, and the first driver is fixedly connected to the connector.

[0009] In some embodiments, an arc-shaped rod is also included, one end of which is fixedly connected to the first switching rod. A limiting groove is provided on the arc-shaped rod, one end of which corresponds to the position of the first locking hole. The limiting groove extends along a circumference centered on the intersection of the central axis of the first rotating shaft and the first switching rod. In manual driving mode, the locking rod can rotate into the limiting groove and move along the limiting groove.

[0010] In some embodiments, the control component includes a second driver, a connecting rod, and a slide rod. The second driver is fixedly connected to the support structure. One end of the connecting rod is fixedly connected to the output end of the second driver, and the other end is fixedly connected to one end of the slide rod. The other end of the slide rod forms an adjustment end. The slide rod has a circular cross-section along a direction perpendicular to its own axis. The second switching rod is provided with a groove extending along the length direction of the second switching rod. The slide rod is disposed in the groove, and the inner side of the groove contacts both sides of the slide rod.

[0011] In some embodiments, a dust removal device is also included, which is fixedly connected to the support structure and has an air outlet capable of spraying air onto the first switching lever and / or the second switching lever.

[0012] In some embodiments, the dust removal device includes a gas storage box, an exhaust pipe, and a spray pipe. The gas storage box is fixedly connected to the support structure. One end of the exhaust pipe is connected to and communicates with the gas storage box, and the other end is connected to and communicates with one end of the spray pipe. The other end of the spray pipe is blocked. A plurality of air outlets are provided on the side of the spray pipe, and each air outlet faces the first switching rod and / or the second switching rod.

[0013] In some embodiments, the dust removal device further includes a support plate, an air supply tank, a piston, a support rod, a support member, an inlet pipe, an outlet pipe, and an elastic element. The support plate is fixedly connected to the support structure, the air supply tank is fixedly connected to the support plate, the piston is movably disposed within the piston, the outer surface of the piston contacts the inner surface of the air supply tank, the piston divides the air supply tank into a first cavity and a second cavity, the support rod is disposed in the first cavity, one end of the support rod is fixedly connected to the piston, and the other end extends out of the air supply tank and is fixedly connected to the support member, the elastic element is fixedly connected to the second cavity, one end of the elastic element abuts against the piston, and the other end abuts against the inner wall of the air supply tank, and the inlet pipe... One end of the air inlet pipe is connected to the second cavity, and the other end is connected to the outside. An air inlet check valve is installed in the air inlet pipe. The positive flow direction of the air inlet check valve is from the outside to the air supply tank. One end of the air outlet pipe is connected to the second cavity, and the other end is connected to the air storage tank. An air outlet check valve is installed in the air outlet pipe. The positive flow direction of the air outlet check valve is from the air supply tank to the air storage tank. The position of the support member corresponds to the position of the driven push rod. When the driven push rod deflects, it can press the support member and cause the support rod to drive the piston to move in the air supply tank to reduce the volume of the second cavity. The piston can also move in the air supply tank under the rebound action of the elastic member to reduce the volume of the first cavity. A pressure relief valve is installed in the exhaust pipe.

[0014] The present invention also provides a vehicle, including a vehicle body structure and the aforementioned driving mode switching mechanism, wherein the driving mode switching mechanism is disposed within the vehicle body structure.

[0015] The present invention achieves the following technical effects compared to the prior art:

[0016] The driving mode switching mechanism provided in this embodiment can change the connection relationship between the second switching lever and the first switching lever through the switching component. When the first switching lever and the second switching lever can rotate relative to each other, it is in automatic driving mode. The first switching lever and the second switching lever can be controlled to rotate synchronously through the control component to change the rotation angle of the throttle controller input end and realize the automatic driving of the vehicle. When the first switching lever and the second switching lever can rotate relative to each other, it is in manual driving mode. At this time, the deflection of the connecting component can be controlled through the pedal to control the rotation angle of the throttle controller input end, thus conveniently realizing the switching of driving modes.

[0017] Furthermore, by setting up a first driver, a locking lever, a first locking hole, and a second locking hole, a smooth transition is achieved when the vehicle switches from automatic to manual driving. As long as the operation is correct, passengers in the vehicle will not feel a sudden drop in speed, thus improving passenger comfort.

[0018] Furthermore, by controlling the direction of screw rotation, the nut can be rotated along the thread away from the second switching rod, which in turn causes the connecting seat to drive the first driver away from the second switching rod in a straight line. This causes the locking rod to separate from the first locking hole and switch to manual driving mode, allowing the driver to manually control the vehicle speed. This prevents accidents caused by electronic equipment failure and improves safety.

[0019] Furthermore, the dust removal device can remove dirt and dust from the first switching rod and / or the second switching rod, making the sliding of the slider and the sliding rod smoother.

[0020] Furthermore, by setting up an air supply tank, piston, support rod, support components, air inlet pipe, air outlet pipe, and pressure relief valve, automatic air supply and dust removal to the air tank are achieved during vehicle operation, without the need for other electronic equipment, saving energy and ensuring reliable structure and more stable overall operation. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a three-dimensional structural diagram of the driving mode switching mechanism in some embodiments of the present invention;

[0023] Figure 2 for Figure 1 A magnified view of a section at point A in the middle;

[0024] Figure 3 for Figure 1 A three-dimensional structural diagram of the first switching lever, the second switching lever, the first driver, and the locking lever;

[0025] Figure 4 for Figure 1 A three-dimensional structural diagram of the first switching lever and the first rotating shaft;

[0026] Figure 5 for Figure 1 A three-dimensional structural diagram of the second switching lever;

[0027] Figure 6 for Figure 1 Schematic diagram of the dust removal device in the middle section;

[0028] Figure 7 for Figure 1 3D structural diagram of the central nozzle;

[0029] In the diagram: 1. Support structure; 2. Pedal; 3. Connecting assembly; 31. Active push rod; 32. Driven push rod; 33. Pin; 34. Slider; 4. Throttle controller; 5. First switching lever; 51. First locking hole; 52. Arc rod; 6. Second switching lever; 61. Second locking hole; 62. First rotating shaft; 63. Slide groove; 7. Switching assembly; 71. First driver; 72. Locking lever; 73. Screw; 731. Handle; 4. Nut; 75. Connecting part; 8. Control component; 81. Second actuator; 82. Connecting rod; 83. Slide rod; 9. Dust removal device; 91. Air storage tank; 92. Exhaust pipe; 921. Nozzle; 922. Air outlet; 93. Air supply tank; 931. First cavity; 932. Second cavity; 94. Support plate; 95. Piston; 96. Support rod; 97. Support component; 981. Air inlet pipe; 982. Air outlet pipe; 99. Elastic component. Detailed Implementation

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] The purpose of this invention is to provide a driving mode switching mechanism and vehicle to solve the problems existing in the prior art, and to achieve driving mode switching through a simpler mechanical structure.

[0032] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0033] Example 1

[0034] This embodiment provides a driving mode switching mechanism, such as Figure 1-7 As shown, the system includes: a support structure 1, a pedal 2, a connecting assembly 3, a throttle controller 4, a first switching lever 5, a second switching lever 6, a switching assembly 7, and a control assembly 8. The pedal 2 is rotatably connected to the support structure 1. The throttle controller 4 and the control assembly 8 are both fixedly connected to the support structure 1. One end of the connecting assembly 3 is fixedly connected to the pedal 2, and the other end is connected to the input end of the throttle controller 4. The output end of the throttle controller 4 is used to connect to the input end of the vehicle's power system. The first end of the first switching lever 5 is rotatably connected to the support structure 1 around a first rotating shaft 62, and the other end is connected to the connecting assembly 3. The control assembly 8 has a free end. One end of the second switching lever 6 is rotatably connected to the support structure 1 coaxially with the first end of the first switching lever 5, and the other end is connected to the control assembly 8. The free end of component 8 is connected to both control component 8 and switching component 7 for signal connection with the vehicle's control system. Switching component 7 is configured to prevent the first switching lever 5 from rotating relative to the second switching lever 6 to enter the automatic driving mode, or to allow the first switching lever 5 to rotate relative to the second switching lever 6 to enter the manual driving mode. In the automatic driving mode, the free end of control component 8 can drive the first switching lever 5 and the second switching lever 6 to rotate synchronously around the first rotating shaft 62 and cause the connecting component 3 to drive the input end of the throttle controller 4 to rotate. In the manual driving mode, the pedal 2 can rotate and cause the connecting component 3 to drive the input end of the throttle controller 4 to rotate. The throttle controller 4 can control the vehicle's power system to operate at different output power according to the rotation angle of the input end of the throttle controller 4.

[0035] The driving mode switching mechanism provided in this embodiment can change the connection between the second switching lever 6 and the first switching lever 5 through the switching component 7. Under the action of the switching component 7, when the first switching lever 5 cannot rotate relative to the second switching lever 6 around the first rotating shaft 62, the driving mode switching mechanism enters the automatic driving mode. At this time, the free end of the control component 8 can move under the control of the vehicle control system, causing the first switching lever 5 and the second switching lever 6 to rotate synchronously around the first rotating shaft 62. When the first switching lever 5 and the second switching lever 6 rotate, the connecting component 3 can be deflected, driving the input end of the throttle controller 4 to rotate, and the throttle controller 4 can then drive the vehicle. The control system enables autonomous driving by outputting different power levels. When the switching component 7 controls the first switching lever 5 to rotate relative to the second switching lever 6 around the first rotating shaft 62, the driving mode switching mechanism enters manual driving mode. At this time, when the free end of the control component 8 moves, the second switching lever 6 will rotate relative to the first switching lever 5 but will not be able to drive the first switching lever 5 to move. The driver can then press the pedal 2, and the rotation of the pedal 2 controls the deflection of the connecting component 3. The connecting component 3 can then drive the input end of the throttle controller 4 to rotate, allowing the throttle controller 4 to control the vehicle's power system to output different power levels, thereby manually changing the vehicle's speed. This driving mode switching mechanism achieves convenient switching of driving modes by changing the connection relationship between the first switching lever 5 and the second switching lever 6 through the switching component 7.

[0036] In this embodiment, the connecting component 3 includes an active push rod 31, a driven push rod 32, a pin 33, and a slider 34. One end of the active push rod 31 is fixedly connected to the pedal 2, and the other end is rotatably connected to one end of the driven push rod 32 around the pin 33. The end of the driven push rod 32 away from the pin 33 is fixedly connected to the input end of the throttle controller 4. The pin 33 is fixedly connected to the slider 34, and the slider 34 is slidably connected to the first switching rod 5 along the length direction of the first switching rod 5. In manual driving mode, pressing pedal 2 causes it to rotate, which in turn causes the active push rod 31 to deflect. The active push rod 31 then causes the driven push rod 32 to deflect, which in turn causes the input end of the throttle controller 4 to rotate, thus changing the vehicle speed. Furthermore, the driven push rod 32 causes the slider 34 to slide on the first switching lever 5, simultaneously causing the first switching lever 5 to rotate, ensuring that the first switching lever 5 does not affect the movement of the driven push rod 32. In automatic driving mode, the free end of the control component 8 causes the first switching lever 5 and the second switching lever 6 to rotate synchronously. The first switching lever 5 causes the slider 34 to rotate (at this time, the slider 34 also slides on the first switching lever 5) and causes the driven push rod 32 to deflect. The driven push rod 32 then drives the input shaft of the throttle controller 4 to rotate, thus changing the vehicle speed.

[0037] In this embodiment, the switching component 7 includes a first driver 71 and a locking lever 72. The first switching lever 5 is provided with a first locking hole 51, and the second switching lever 6 is provided with a second locking hole 61. The positions of the first locking hole 51 and the second locking hole 61 can correspond. The first driver 71 is connected to the second switching lever 6, and the locking lever 72 is fixedly connected to the output end of the first driver 71. The locking lever 72 can simultaneously extend into the first locking hole 51 and the second locking hole 61 or separate from the first locking hole 51 under the drive of the first driver 71. When switching from manual to automatic driving mode, the driver releases the accelerator. The first actuator 71 drives the locking lever 72 to simultaneously extend into the first locking hole 51 and the second locking hole 61, preventing the first switching lever 5 from rotating relative to the second switching lever 6. At this time, the control component 8 can control the vehicle speed by moving its free end. When switching from automatic to manual driving (to prevent a sudden drop in speed, the driver can use their foot to press against the pedal 2 to maintain its angle), the first actuator 71 drives the locking lever 72 to separate from the first locking hole 51, allowing the first switching lever 5 to rotate relative to the second switching lever 6. At this time, the driver can control the vehicle speed by controlling the rotation angle of the pedal 2. By setting the first actuator 71, locking lever 72, first locking hole 51, and second locking hole 61, a smooth transition from automatic to manual driving is achieved. As long as the operation is correct, passengers in the vehicle will not feel a sudden drop in speed, improving passenger comfort.

[0038] It should be noted that, in addition to the first driver 71, locking lever 72, first locking hole 51 and second locking hole 61, other devices can also be used to change the connection relationship between the first switching lever 5 and the second switching lever 6. For example, a clamp can be fixedly connected to the second switching lever 6. When switching from automatic mode to manual driving mode, the clamp is released. When switching from manual driving mode to automatic driving mode, the clamp is used to clamp the first switching lever 5. Alternatively, electromagnets can be set on the first switching lever 5 and the second switching lever 6 respectively. When switching from automatic driving mode to manual driving mode, the magnet is de-energized. When switching from manual driving mode to automatic driving mode, the magnet is energized and attracts each other.

[0039] In this embodiment, when the locking rod 72 is separated from the first locking hole 51, the locking rod 72 is located in the second locking hole 61; the switching assembly 7 also includes a screw 73, a nut 74 and a connector 75. The screw 73 is rotatably connected to the first switching rod 5 and is parallel to the locking rod 72. The nut 74 is threadedly connected to the screw 73. The connector 75 is fixedly connected to the nut 74. The first driver 71 is fixedly connected to the connector 75. When the electronic equipment malfunctions in autonomous driving mode, the driver can manually rotate the screw 73. Since the locking lever 72 is located within the first locking hole 51 and the second locking hole 61, the rotation of the screw 73 will cause the nut 74 to rotate along the thread. By controlling the direction of the screw 73's rotation, the nut 74 is rotated away from the second switching lever 6 along the thread. This causes the connecting seat to drive the first driver 71 away from the second switching lever 6 in a straight line, thereby separating the locking lever 72 from the first locking hole 51 and switching to manual driving mode. This allows the driver to manually control the vehicle speed, preventing accidents caused by electronic equipment malfunctions and improving safety. A handle 731 is fixedly connected to the end of the screw 73 away from the second switching lever 6 to facilitate manual operation of the screw 73 by the driver.

[0040] In this embodiment, the driving mode switching mechanism further includes an arc-shaped rod 52. One end of the arc-shaped rod 52 is fixedly connected to the first switching rod 5. A limiting groove is provided on the arc-shaped rod 52, and one end of the limiting groove corresponds to the position of the first locking hole 51. The limiting groove extends along a circumference centered on the intersection of the central axis of the first rotating shaft 62 and the first switching rod 5. In manual driving mode, the locking rod 72 can rotate into the limiting groove and move along the limiting groove. In manual driving mode, the first switching rod 5 rotates relative to the second switching rod 6. If the driver extends the locking rod 72 by the first driver 71 without releasing the pedal 2, the locking rod 72 will abut against the arc-shaped groove and cannot extend (if the arc-shaped plate is not provided, the locking rod 72 will jam the first switching rod 5 if the driver extends the locking rod 72 without releasing the pedal 2). To prevent the end of the locking rod 72 extending out of the first locking hole 51 from colliding with the first switching rod 5, the end of the locking rod 72 can enter the arc-shaped groove.

[0041] In this embodiment, the control component 8 includes a second driver 81, a connecting rod 82, and a slide rod 83. The second driver 81 is fixedly connected to the support structure 1. One end of the connecting rod 82 is fixedly connected to the output end of the second driver 81, and the other end is fixedly connected to one end of the slide rod 83. The connecting rod 82 is perpendicular to the first rotating shaft 62, and the slide rod 83 is perpendicular to the connecting rod 82. The cross-section of the slide rod 83 along the direction perpendicular to its own axis is circular. The second switching rod 6 is provided with a groove 63 extending along the length direction of the second switching rod 6. The slide rod 83 is disposed in the groove 63, and the inner side of the groove 63 contacts the two sides of the slide rod 83. The second driver 81 can drive the connecting rod 82 to move linearly and cause the slide rod 83 to move linearly. In the automatic driving mode, the second driver 81 controls the distance of linear movement of the slide rod 83 under the control of the vehicle control system. The slide rod 83 can control the rotation angle of the second switching rod 6 and the first switching rod 5 by applying a force to the inner wall of the groove 63. It should be noted that when the slide bar 83 moves linearly, there is both sliding along the slide groove 63 and relative rotation between the slide bar 83 and the slide groove 63.

[0042] Specifically, both the second driver 81 and the first driver 71 are electrically driven linear modules, and their internal components can be configured as a lead screw nut 74 mechanism, a cylinder, a hydraulic cylinder, or other forms.

[0043] In this embodiment, the driving mode switching mechanism further includes a dust removal device 9, which is fixedly connected to the support structure 1. The dust removal device 9 has an air outlet 922, which can spray air onto the first switching lever 5 and / or the second switching lever 6. The dust removal device 9 can remove dirt and dust from the first switching lever 5 and / or the second switching lever 6, making the sliding of the slider 34 and the slider 83 smoother.

[0044] In this first embodiment, the dust removal device 9 includes a gas storage box 91, an exhaust pipe 92, and a spray pipe 921. The gas storage box 91 is fixedly connected to the support structure 1. One end of the exhaust pipe 92 is connected to and communicates with the gas storage box 91, and the other end is connected to and communicates with one end of the spray pipe 921. The other end of the spray pipe 921 is sealed. Multiple air outlets 922 are provided on the side of the spray pipe 921, each air outlet 922 facing the first switching rod 5 and / or the second switching rod 6. By providing multiple air outlets 922 on the side of the spray pipe 921, the gas can be sprayed more evenly onto the first switching rod 5 and / or the second switching rod 6. Preferably, each air outlet 922 of the spray pipe 921 faces the first switching rod 5.

[0045] In this embodiment, the dust removal device 9 further includes a support plate 94, an air supply tank 93, a piston 95, a support rod 96, a support member 97, an air inlet pipe 981, an air outlet pipe 982, and an elastic member 99. The support plate 94 is fixedly connected to the support structure 1, the air supply tank 93 is fixedly connected to the support plate 94, the piston 95 is movably disposed within the piston 95, the outer surface of the piston 95 contacts the inner surface of the air supply tank 93, and the piston 95 divides the air supply tank 93 into a first cavity 931 and a second cavity 932. The support rod 96 is disposed within the first cavity 931, one end of the support rod 96 is fixedly connected to the piston 95, and the other end extends out of the air supply tank 93 and is fixedly connected to the support member 97. The elastic member 99 is fixedly connected within the second cavity 932, one end of the elastic member 99 abuts against the piston 95, and the other end abuts against the air supply tank 93. On the inner wall, one end of the air inlet pipe 981 is connected to the second cavity 932, and the other end is connected to the outside. An air inlet check valve is installed in the air inlet pipe 981. The positive flow direction of the air inlet check valve is from the outside to the air supply tank 93. One end of the air outlet pipe 982 is connected to the second cavity 932, and the other end is connected to the air storage tank 91. An air outlet check valve is installed in the air outlet pipe 982. The positive flow direction of the air outlet check valve is from the air supply tank 93 to the air storage tank 91. The position of the support member 97 corresponds to the position of the driven push rod 32. When the driven push rod 32 deflects, it can press the support member 97 and cause the support rod 96 to drive the piston 95 to move in the air supply tank 93 so that the volume of the second cavity 932 is reduced. The piston 95 can also move in the air supply tank 93 under the rebound action of the elastic member 99 so that the volume of the first cavity 931 is reduced. A pressure relief valve is installed in the exhaust pipe 92. In both automatic and manual modes, the driven push rod 32 deflects. When the driven push rod 32 deflects and presses the support member 97, the support member 97 drives the support rod 96 and the piston 95 to move, causing the second chamber 932 to shrink. At this time, the gas in the second chamber 932 enters the gas storage tank 91 (the inlet check valve prevents the gas from being discharged from the inlet pipe 981). When the driven push rod 32 deflects again and releases the pressure on the support member 97, the piston 95 can move under the elastic force of the elastic member 99, causing the second chamber 932 to enlarge. At this time, the gas is drawn into the second chamber 932 (the outlet check valve prevents the gas in the gas storage tank 91 from entering the gas supply tank 93). With the repeated deflection of the driven push rod 32, the amount of gas stored in the gas storage tank 91 reaches the threshold of the pressure relief valve, and the gas can be discharged from the nozzle 921 and sprayed towards the first switching rod 5 and / or the second switching rod 6. By setting up an air supply tank 93, piston 95, support rod 96, support component 97, air inlet pipe 981, air outlet pipe 982 and pressure relief valve, automatic air supply and automatic dust removal to the air storage tank 91 are realized during vehicle operation, without the need for other electronic equipment, saving energy and ensuring reliable structure and more stable overall operation.

[0046] Specifically, the support member 97 is provided with a slot, and the driven push rod 32 is disposed in the slot.

[0047] Example 2

[0048] This embodiment provides a vehicle, including a vehicle body structure and a driving mode switching mechanism as described in Embodiment 1, wherein the driving mode switching mechanism is disposed within the vehicle body structure.

[0049] In this embodiment, the vehicle, through the use of the driving mode switching structure in Embodiment 1, enables the switching between automatic and manual driving via a simple mechanical structure. The vehicle body structure refers to all structures in a vehicle known to the inventor, excluding the driving mode switching mechanism, including the vehicle shell, chassis, wheel assemblies, power system, and control system.

[0050] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A driving mode switching mechanism, characterized in that: include: The system comprises a support structure, a pedal, a connecting assembly, a throttle controller, a first switching lever, a second switching lever, a switching assembly, and a control assembly. The pedal is rotatably connected to the support structure. The throttle controller and the control assembly are both fixedly connected to the support structure. One end of the connecting assembly is fixedly connected to the pedal, and the other end is connected to the input end of the throttle controller. The output end of the throttle controller is used to connect to the input end of the vehicle's power system. The first end of the first switching lever is rotatably connected to the support structure around a first pivot, and the other end is connected to the connecting assembly. The control assembly has a free end. One end of the second switching lever is coaxially rotatably connected to the first end of the first switching lever on the support structure, and the other end is connected to the free end of the control assembly. Both the control component and the switching component are used to connect to the vehicle's control system signal; the switching component is configured to prevent the first switching lever from rotating relative to the second switching lever to enter the automatic driving mode, or to allow the first switching lever to rotate relative to the second switching lever to enter the manual driving mode; in the automatic driving mode, the free end of the control component can drive the first and second switching levers to rotate synchronously around the first pivot and cause the connecting component to drive the input end of the throttle controller to rotate; in the manual driving mode, the pedal can rotate and cause the connecting component to drive the input end of the throttle controller to rotate; the throttle controller can control the vehicle's power system to operate at different output power according to the rotation angle of the throttle controller input end.

2. The driving mode switching mechanism according to claim 1, characterized in that: The connecting assembly includes an active push rod, a driven push rod, a pin, and a slider. One end of the active push rod is fixedly connected to the pedal, and the other end is rotatably connected to one end of the driven push rod around the pin. The end of the driven push rod away from the pin is fixedly connected to the input end of the throttle controller. The pin is fixedly connected to the slider, and the slider is slidably connected to the first switching rod along the length direction of the first switching rod.

3. The driving mode switching mechanism according to claim 2, characterized in that: The switching assembly includes a first driver and a locking lever. The first switching lever has a first locking hole, and the second switching lever has a second locking hole. The positions of the first locking hole and the second locking hole can correspond. The first driver is connected to the second switching lever, and the locking lever is fixedly connected to the output end of the first driver. The locking lever can simultaneously extend into the first locking hole and the second locking hole or separate from the first locking hole under the drive of the first driver.

4. The driving mode switching mechanism according to claim 3, characterized in that: When the locking rod is separated from the first locking hole, the locking rod is located in the second locking hole; the switching assembly also includes a screw, a nut and a connector, the screw is rotatably connected to the first switching rod, the screw is parallel to the locking rod, the nut is threadedly connected to the screw, the connector is fixedly connected to the nut, and the first driver is fixedly connected to the connector.

5. The driving mode switching mechanism according to claim 4, characterized in that: It also includes an arc-shaped rod, one end of which is fixedly connected to the first switching rod. The arc-shaped rod is provided with a limiting groove, one end of which corresponds to the position of the first locking hole. The limiting groove extends along a circumference centered on the intersection of the central axis of the first rotating shaft and the first switching rod. In manual driving mode, the locking rod can rotate into the limiting groove and move along the limiting groove.

6. The driving mode switching mechanism according to claim 4, characterized in that: The control component includes a second driver, a connecting rod, and a slide rod. The second driver is fixedly connected to the support structure. One end of the connecting rod is fixedly connected to the output end of the second driver, and the other end is fixedly connected to one end of the slide rod. The other end of the slide rod forms an adjustment end. The slide rod has a circular cross-section along its own axis. The second switching rod is provided with a groove extending along the length of the second switching rod. The slide rod is disposed in the groove, and the inner side of the groove contacts the two sides of the slide rod.

7. The driving mode switching mechanism according to claim 2, characterized in that: It also includes a dust removal device, which is fixedly connected to the support structure and has an air outlet that can spray air onto the first switching rod and / or the second switching rod.

8. The driving mode switching mechanism according to claim 7, characterized in that: The dust removal device includes a gas storage box, an exhaust pipe, and a spray pipe. The gas storage box is fixedly connected to the support structure. One end of the exhaust pipe is connected to and communicates with the gas storage box, and the other end is connected to and communicates with one end of the spray pipe. The other end of the spray pipe is blocked. Multiple air outlets are provided on the side of the spray pipe, and each air outlet faces the first switching rod and / or the second switching rod.

9. The driving mode switching mechanism according to claim 8, characterized in that: The dust removal device further includes a support plate, an air supply tank, a piston, a support rod, a support member, an air inlet pipe, an air outlet pipe, and an elastic element. The support plate is fixedly connected to the support structure, the air supply tank is fixedly connected to the support plate, the piston is movably disposed within the piston, and the outer surface of the piston contacts the inner surface of the air supply tank. The piston divides the air supply tank into a first cavity and a second cavity. The support rod is disposed in the first cavity, one end of the support rod is fixedly connected to the piston, and the other end extends out of the air supply tank and is fixedly connected to the support member. The elastic element is fixedly connected to the second cavity, one end of the elastic element abuts against the piston, and the other end abuts against the inner wall of the air supply tank. One end of the air inlet pipe is connected to the first cavity. The two chambers are connected, with one end connected to the outside. An intake check valve is installed in the intake pipe, and the positive flow direction of the intake check valve is from the outside to the air supply tank. One end of the exhaust pipe is connected to the second chamber, and the other end is connected to the air storage tank. An exhaust check valve is installed in the exhaust pipe, and the positive flow direction of the exhaust check valve is from the air supply tank to the air storage tank. The position of the support member corresponds to the position of the driven push rod. When the driven push rod deflects, it can press the support member and cause the support rod to drive the piston to move in the air supply tank, thereby reducing the volume of the second chamber. The piston can also move in the air supply tank under the rebound action of the elastic member, thereby reducing the volume of the first chamber. A pressure relief valve is installed in the exhaust pipe.

10. A vehicle, characterized in that: The vehicle includes a vehicle body structure and a driving mode switching mechanism as described in any one of claims 1-9, wherein the driving mode switching mechanism is disposed within the vehicle body structure.

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