Compound accelerator brake system

Abstract

The compound accelerator brake system comprises a brake pedal and an accelerator cross rod, and in the working state, the foot sole is arranged between vertically-staggered compound structures formed by the accelerator cross rod and the brake pedal; during driving, the accelerator cross rod is pulled back inwards and upwards through the foot; in the braking process, the foot steps on the brake pedal below to complete braking. Meanwhile, the accelerator cross rod obtains a standby brake function through top treading; through three stages of BCA, three functions of the accelerator are integrated. According to the compound accelerator and brake system, the operation principle and the working logic of an existing accelerator and brake system are changed, the advantages of pulling back and pedaling are exerted to the maximum extent through matching of pulling back and pedaling, various defects of the existing accelerator and brake system are avoided, and the compound accelerator and brake system is suitable for popularization and application. A series of problems such as mistaken accelerator stepping, speed switching, driving fatigue, automatic braking and automatic parking are thoroughly solved.

Description

Technical Field

[0001] The present invention relates to the field of automobile and parts manufacturing, and in particular to a series of problems existing in existing accelerator and brake systems, and in particular to how to solve a series of problems such as mis-stepping on the accelerator pedal, switching speeds, and driving fatigue.

[0002] Inventing a new accelerator brake system requires not only knowledge of mechanical principles and structures, but also a deep understanding of knowledge related to the electronics industry, such as logic analysis and digital electronic timing analysis, and divergent thinking and design capabilities, and even a deep understanding of philosophical logic to generate inspiration for the invention. Although the applicant is an optoelectronic technology company, the cross-industry related knowledge required for the invention is exactly what the inventor is good at and has covered by long-term research and accumulation. At the same time, our company is committed to urban lighting and vehicle traffic matching, so it is not surprising that the optoelectronic technology company invented the accelerator brake system. Background Art

[0003] In 1886, after years of hard work by Karl Benz, the world's first car was born; in 1899 and 1902, Wilhelm Maybach and Wilhelm Lanchers invented drum brakes and disc brakes respectively. After decades of development, the current throttle brake method has gradually formed and has been used to this day. This method is to arrange the brake pedal (brake pedal, referred to as brake or foot brake) and the accelerator pedal (accelerator pedal, referred to as accelerator) on the left and right, and distribute them near the right foot. The right foot steps back and forth between the accelerator and the brake to achieve acceleration and braking operations. The operable braking methods are divided into service brakes (service brake) and parking brakes (parking brake). The brakes and foot brakes discussed in this case refer to service brakes by stepping on the brake pedal, and parking brakes are also divided into parking brakes operated by feet (commonly known as "foot brakes") and parking brakes operated by hands (commonly known as "hand brakes"). The parking brakes discussed in this case use hand brakes instead of "foot brakes" to avoid confusion.

[0004] The existing throttle and brake system has the obvious advantage of using the most direct and easiest pedaling force of ordinary people to control the throttle and brake. Among the four limbs, the lower limbs are superior to the arms in terms of thickness and length. The pedaling force of the feet downward and forward has the advantages of long travel and great strength. Moreover, the right foot is the foot that most people are accustomed to using force. Therefore, using the pedaling force of the right foot to control the throttle and brake, and using both hands to control the direction and handbrake, seems to be the perfect way to control the car. However, it is precisely the obvious advantage of this method that brings another obvious disadvantage, that is, the throttle and brake are both stepped on downward and are close to each other. Even experienced drivers may slip when stepping on the brake when they are tired or slack, or even in an emergency, and may step on the wrong throttle. Therefore, the existing throttle and brake system has serious safety hazards.

[0005] Now, put the existing accelerator and brake system into the XYZ three-dimensional coordinate system for vector analysis, and analyze a series of problems such as the switching trajectory, switching time, pedaling accuracy, accidental pedaling, driving fatigue, etc. when the right foot 300 switches back and forth between the accelerator 200P and the brake 100 from the perspective of spatial vector, and further explain the causes of various problems. Among them, the ending P of the accelerator 200P is the first letter of the English word pedal, to illustrate that it is a throttle controller with an existing pedaling method.

[0006] See also Figure 1 (a)(b) are schematic diagrams of the operation mode of switching between the right foot pedals of the existing accelerator and brake system in three-dimensional space coordinates. The positive direction of the X-axis is inward, facing the driver; the negative direction of the X-axis is outward, in the direction of the driver's line of sight; the positive direction of the Z-axis is upward; the negative direction of the Z-axis is downward; the positive direction of the Y-axis is to the right; the negative direction of the Y-axis is to the left. The floor 400 in the vehicle is located at the position of the XY plane when the Z-axis is equal to zero. The dotted line shape in the figure indicates the position of the right foot 300 when switching back and forth between the accelerator 200P and the brake 100. There are two switching methods: the first is to refer to Figure 1 (a), the right foot 300 moves and steps on the accelerator 200P and the brake 100 as a whole; the second type, see Figure 1(b), the heel 305 of the right foot 300 is fixed on the surface of the floor 400 in the car, and only the sole 312 part of the foot moves left and right between the accelerator 200P and the brake 100. In many cases, it is a mixture of the two methods. No matter which method is used, the right foot 300 switches back and forth in three-dimensional space. There may be differences in height between the accelerator 200P and the brake 100. Generally, the position of the accelerator 200 is lower than the brake 100, but they are all arranged in parallel in the form of pedals. When switching, the right foot 300 needs to be lifted from the accelerator 200P, then move to the top of the brake 100 and then step on it. It takes an arc motion trajectory to complete the switching of the braking action. This arc motion trajectory, whether from the perspective of the geometric axiom "the line segment distance between two points is the shortest" or from the perspective of driving practice, will increase the switching trajectory, delay the reaction time, and make it difficult to step on the pedal accurately. Especially when encountering emergencies, a delay of 0.1 seconds may result in completely different results; even if you slip and step on the accelerator, the consequences are even more unimaginable.

[0007] When driving, the force f on the accelerator pedal 200P caused by the right foot 300 stepping on it is equal to the force f applied by the right foot 300, and is a directional vector. In terms of action, it is the force that controls the accelerator, referred to as the accelerator force; in terms of the force application method, it is the force that controls the accelerator pedal by stepping on it, referred to as the pedal force; the force is directed in the negative coordinate direction of the X-axis and the Z-axis, that is, downward and outward. The force f or the force applied f is a general term for the accelerator and brake forces and the force applied by the foot; when considering the force application method or the force application action, it is recorded as the pedal force Fa (-x, -z) or the throttle force Fa (-x, -z). In the figure, the top arrow is used to represent the vector. When expressed in words, the arrow is lost and simplified to -Fa, the pedal force -Fa or the throttle force -Fa. Simply use the equation f = -Fa to represent the force f, which is directed in the negative direction of the X-axis and the Z-axis, and is the force that controls the accelerator by stepping on it.

[0008] During braking, the force f generated by the right foot 300 on the brake pedal 100 is equal to the force f applied by the right foot, and is also a directional vector. In terms of action, it is a force that controls braking, referred to as brake force; in terms of the force application method, it is controlled by stepping on the brake pedal, also referred to as pedal force; the force is directed in the negative coordinate direction of the X-axis and Z-axis, that is, downward and outward. The force f or force f is a general term for the accelerator and brake force and the foot force; when considering the force application method or the force application effect, it is recorded as pedal force Fb (-x, -z) or brake force Fb (-x, -z). In the figure, the top arrow is used to represent the vector. When expressed in words, the arrow is lost and simplified to -Fb, pedal force -Fb or brake force -Fb. Simply use the equation f = -Fb to represent the force f, which is directed in the negative direction of X and Z and is the force that controls braking by stepping on the pedal.

[0009] Next, we will analyze the problems existing in the existing accelerator brake system from the perspective of the relationship between the applied force f and the Y-axis, and then from the perspective of the relationship between the vehicle speed v and time t under the action of the applied force f.

[0010] See also Figure 2 (a) is a distribution diagram of the size of the brake and throttle and the force f on the Y-axis for an existing throttle-brake system. Since the size of the brake and throttle forces is proportional to the pedal stroke, it is also a distribution diagram of the pedal stroke on the Y-axis.

[0011] Judging from the position of the force f on Y, -Fb and -Fa are separated by a distance and are both negative values, which means that each time you switch by pedaling, you must first return to the zero point from a negative state, and then step on it to enter another negative state after a certain distance. This will inevitably prolong the switching time and speed between the accelerator and the brake.

[0012] From the perspective of the sign of the force f, -Fb and -Fa are all negative values, in the same direction, and all are pedaling forces. Two vectors with the same sign have to perform two contradictory operations, braking and acceleration, which will inevitably lead to the problem of accidentally stepping on the accelerator, and it will be triggered as long as the conditions are met. Moreover, the brake and accelerator positions below the Y-axis are all occupied by the negative pedaling force, and it is impossible to add a spare brake in the negative direction. Imagine if a spare brake pedal is added in the negative direction of the Y-axis, it becomes three pedals, which is more likely to cause accidents of accidentally stepping on the accelerator. Moreover, -Fb and -Fa have the same sign, and are all pedaling forces, which will also cause foot fatigue and then driving fatigue.

[0013] See also Figure 2(b) is a graph showing the relationship between vehicle speed v and time t under the action of force f for an existing accelerator and brake system. Among them, vehicle speed V(f) is a function of force f, and force f includes accelerator force -Fa and brake force -Fb, both of which are negative values. When driving, the absolute value of the pedal force -Fa determines the speed of acceleration or the uniform speed, and the absolute value of the pedal force -Fb determines the speed of deceleration. At each switching moment t, there should be a line segment corresponding to the force f and speed V curves. In order to make the graph easy to identify, these line segments are omitted, the same below. The curves in the figure are divided into nine stage curves from P0 to P8, which roughly show the entire driving process of the existing accelerator and brake system. P0, start, release the hand brake; P1, f=-Fa (step on the accelerator), v=V(-Fa); P2, fuel vehicle (coasting), electric vehicle (KERS); P3, f=-Fb (step on the brake), v=0; P4, reverse in R gear, f=-Fa (step on the accelerator), v=-V(-Fa); P5, f=-Fb (step on the brake), v=0, handbrake parking; P6, release the handbrake, f=-Fa (step on the accelerator), v=V(-Fa); P7, going down a long slope, f=-Fb (step on the brake), deceleration, then, the brake fails, f=-Fb (step on the brake), v increases instead of decreases; P8, pull the handbrake, v slowly decreases.

[0014] From the distribution of -Fa and -Fb in the figure, it can be seen that the applied force f includes -Fa and -Fb, which have the same sign and are both pedaling forces, all distributed below the time t axis, that is, the frequent applied force f is all pedaling forces, with the same direction of action, but different pedaling positions and strengths. During the entire driving process, except for pulling the handbrake, as long as you drive on the road, you either use -Fa to step on the accelerator or use -Fb to step on the brake. Whether f=-Fa or f=-Fb, the same muscle groups are used. Moreover, the downward pedaling can provide a lot of power, while the throttle control does not require such a lot of power. The muscle groups related to the pedaling need to be kept tense in order to provide the appropriate pedaling force to obtain the appropriate throttle and speed. In this way, as time t increases, the muscle groups related to the pedaling continue to operate, and the brain that controls these muscle groups is always in a tense state without rest time. As long as the driving time is a little longer, the foot wants to leave the pedal to rest for a while. Only experienced drivers who have been trained for a long time and have sufficiently developed muscle groups related to the pedaling and sufficient fatigue resistance can be competent for long-term driving tasks. Therefore, the cruise control function button was created to relieve the fatigue caused by continuous and tense accelerator pedaling and allow the relevant muscle groups to relax and rest. After all, road conditions are ever-changing, and ideal road conditions for long-term use of cruise control are very rare. This is the main reason why the existing accelerator and brake system is prone to fatigue.

[0015] Among the faults related to the existing accelerator and brake system, the most serious one is brake failure. There are many reasons for brake failure, from the brake pedal to any link between the pipes and other components to the brake caliper and the brake pads, as well as forgetting to release the handbrake while driving, going down a long slope, etc., which can easily lead to brake failure, especially for large trucks, which are much heavier than cars due to the overall weight of the trucks and cargo. Due to the lack of backup brakes, when the foot brake fails, the only way to slow down is to use the handbrake with weaker braking force, or even to slow down by scraping the road guardrail. Figure 2 (b) The P7 stage reflects the situation of brake failure when going down a long slope. At this time, because there is no backup brake, the only way to slow down is to use the handbrake. The P8 stage uses the handbrake to slow down slowly, but when the handbrake is activated, the right hand needs to leave the steering wheel, which will affect the driving stability. In theory, it is not difficult to add a backup brake pedal, but no matter from which aspect, Figure 2 The relationship analysis between f and Y in (a) shows that, from a practical point of view, this will lead to the embarrassing situation of the right foot controlling three pedals, which will make it easier to accidentally step on the accelerator. Therefore, it is unlikely that the existing accelerator brake system will add a backup foot brake! In addition, since the handbrake is independent of the footbrake, it is not operated as frequently as the footbrake and the accelerator. Especially when you need to get off the car temporarily due to emergencies, enjoy the beautiful scenery, or are in a hurry to go out, receive urgent calls, etc., when your attention is focused on things unrelated to driving, it is easy to forget to release the handbrake when driving or forget to pull the handbrake when parking. The former causes vehicle damage, and the latter causes a car sliding accident.

[0016] With the popularization of automobiles, especially the rapid development of new energy vehicles, many brake-related functions have been born. For example, the Hill Start Assist (HSA) function keeps the brakes on for a short time when starting uphill to prevent sliding backwards; the Auto Hold function automatically holds the brakes when parking, and automatically releases the brakes when starting. However, these functions either require conditions for use, or are left on all the time, which will damage the car or increase fuel consumption, or are turned on or off and cannot be precisely controlled by humans, and cannot naturally prevent sliding and automatic parking directly through the operation of the accelerator and brake.

[0017] How can we invent a method that can solve the problem of wrongly stepping on the accelerator, effectively prevent mistakes, and improve the accuracy of stepping on the accelerator and brakes in the already very mature field of automobile manufacturing technology? At the same time, it can reduce muscle tension when holding the accelerator and reduce driving fatigue. Moreover, it can also reduce the path and time of switching from accelerator to brake, and without increasing the complexity of operation, it has a spare brake pedal to achieve spare brakes and double brakes in emergency situations. Furthermore, it can also solve the problem of forgetting to release the handbrake when driving and forgetting to pull the handbrake when parking. Therefore, it is necessary to break through the existing accelerator and brake system ideas and make thorough and innovative thinking on the existing accelerator and brake solutions to achieve new breakthroughs. Summary of the invention

[0018] The purpose of the present invention is to provide a compound throttle brake system to solve the problem that the existing throttle brake system is easy to accidentally step on the accelerator, thereby obtaining a new throttle brake system that is safe and foolproof, does not need to worry about stepping on the accelerator incorrectly, can avoid or even completely eliminate the problem of accidentally stepping on the accelerator, and will not accelerate even if the accelerator is stepped on incorrectly.

[0019] The present invention also aims to provide a compound throttle brake system to solve the problem that the existing throttle brake system has no backup foot brake, thereby obtaining a new throttle brake system with scientific structural design, simple and easy operation, and backup brake function without adding a brake pedal.

[0020] The present invention also aims to provide a compound throttle brake system to solve the problem that it is difficult for the right foot to step on the center of the pedal accurately when switching between the throttle and the brake in the existing throttle brake system, thereby obtaining a new throttle brake system that is accurate in stepping on the pedal when switching and the point of force is not easily offset.

[0021] The present invention also aims to provide a compound throttle-brake system to solve the problem of a long switching distance and time caused by the switching path of the right foot between the throttle and the brake being a spatial curve in the existing throttle-brake system, thereby obtaining a new throttle-brake system with a shorter switching distance and time between the throttle and the brake.

[0022] The present invention also aims to provide a compound throttle brake system to solve the problem of driving fatigue caused by frequent and continuous stepping of the right foot in the existing throttle brake system, thereby obtaining a related muscle group and brain-related control area that are not easily fatigued. Furthermore, a new throttle brake system with a cruise control function with dynamically adjustable speed can also be realized.

[0023] The present invention also aims to provide a compound throttle brake system to solve the problems of slipping when starting uphill and forgetting to operate the handbrake in the existing throttle brake system, so as to obtain a new throttle brake system with scientific and reasonable structure, simple and easy operation, and capable of preventing the vehicle from slipping when starting uphill, automatic braking, and automatic parking without adding brake pedals and related buttons, and even adopting an all-in-one method.

[0024] To achieve the above goals, I thought about the relevant issues as early as ten years ago. With the popularity of the Internet and mobile phones, we often see videos of accidents such as accidental accelerator pedaling and brake failure on online media and WeChat. Each accident video stimulates the nerves to change the world through invention. Every time I see a tragic accident caused by a large truck brake failure, it will inspire my determination to change the status quo through invention. One night, after being bitten by a mosquito on the instep of my left foot, I subconsciously put my right heel on the instep of my left foot and scratched it back and forth. Suddenly, inspiration burst out and I realized that I seemed to have found a way to solve the existing accelerator and brake problems. Gradually, I deepened my thinking and further understood the latest accelerator and brake-related issues of new energy vehicles. After multi-angle and multi-directional analysis, thinking and simulation tests, I further analyzed the characteristics of foot pedaling force and pullback force, and preliminarily determined the feasibility of the operation. With the deepening of thinking and analysis, inspiration continued to flash. In the process of gradual refinement, inspiration for solving problems such as switching distance and time, pedaling accuracy, and driving fatigue was generated. Going further, inspirations such as spare brakes and double brakes, automatic handbrake pull and automatic handbrake release were generated. The ideas gradually became clearer and the plans gradually became complete, forming the following solutions to a series of problems.

[0025] like Figure 3 As shown in the figure, the compound throttle brake system of the present invention (hereinafter referred to as the present invention) is a system that replaces the existing throttle pedal 200P with a throttle cross bar 200 (hereinafter referred to as the throttle bar 200), and places it on the brake pedal 100 (hereinafter referred to as the brake 100) to form a compound structure with staggered upper and lower parts. In the working state, the sole 312 is placed between the upper and lower compound structures formed by the throttle bar 200 and the brake pedal 100.

[0026] When driving, it is completely different. Instead of the existing pedaling method, the throttle is controlled by pulling back. Specifically, the instep 302 contacts the bottom 201 of the throttle crossbar (hereinafter referred to as the bottom 201 or bottom surface 201 of the throttle bar), and the hoe shape formed by the foot 300 and the leg 311 hooks the throttle bar 200 and pulls it back inward and upward to complete the throttle control. Moreover, the shape of the throttle bar 200 is also very different from the existing throttle pedal 200P. It is no longer for the convenience of pedaling, but for the convenience of the instep 302 hooking the throttle bar 200, and is made into a rod shape and placed horizontally.

[0027] During braking, the method of stepping on the brake pedal 100 is the same as the existing method. The height of the brake pedal 100 may be adjusted to adapt to the pullback of the oil rod 200, and the braking operation is still completed by stepping on the pedal.

[0028] Now, the present invention is further explained in XYZ three-dimensional space coordinates, as shown in FIG. Figure 4 (a) shows the position relationship diagram of the oil lever 200, the brake 100 and the right foot 300 in three-dimensional coordinates of the present invention. The spatial coordinate system used is unchanged. Figure 1The same, no further description is given. The dotted outline in the figure is the position of the right foot 300. Because the trajectory of the right foot 300 switching back and forth between the oil lever 200 and the brake 100 is short, it is difficult to express it clearly with a graphic, so only a dotted outline of the foot is drawn. This is also the advantage of the present invention: the movement trajectory of the right foot 300 between the accelerator and the brake is changed from the existing arc trajectory of switching left and right in the XYZ three-dimensional space to the straight line trajectory of the present invention switching up and down in the XZ two-dimensional plane; the switching movement of the right foot 300 is changed from three-dimensional space to two-dimensional space, the movement dimension is reduced, and the moving distance is shortened. From the geometric axiom "the line segment distance between two points is the shortest", it can be seen that the switching trajectory and switching time are the shortest at this time, and after the switching trajectory is changed from the XYZ three-dimensional space to the XZ two-dimensional plane, the problem of inaccurate stepping is naturally and completely solved.

[0029] When driving, the force f generated by the pullback of the oil lever 200 is equal to the force f applied by the right foot 300, which is a directional vector. In terms of action, it is the force to control the throttle, referred to as the throttle force; in terms of the force application method, it is to control the throttle by pulling back, referred to as the pullback force; this force is located in the XZ two-dimensional plane, facing the positive coordinate direction of the X axis and the Z axis, that is, upward and inward. The force f or the force applied f is a general term for the throttle and brake forces and the force applied by the foot; when considering the force application method or the force application action, it is recorded as the pedal force vector Fa(x, z) or the throttle force vector Fa(x, z). In the figure, the top arrow is used to represent the vector. When expressed in words, the arrow is lost and simplified to +Fa, pullback force +Fa or throttle force +Fa. When there is no need to emphasize the positive and negative signs, the positive sign can be omitted. There are two arrows in the throttle force +Fa in the figure, indicating that the throttle force +Fa can be designed to have different directions compounded from horizontal inward and vertical upward as needed. f=+Fa represents the force f in the positive axis direction of the XZ plane, which is used to control the throttle force by pulling back.

[0030] During braking, the pedaling force vector and the braking force vector are simplified to -Fb, pedaling force -Fb or braking force -Fb, and will not be described in detail, as is the case with the existing brake pedal 100 .

[0031] From the force vector analysis, it can be known that the present invention uses two opposite direction forces +Fa and -Fb to handle the two contradictory operations of acceleration and braking, thereby completely solving the problem of accidentally stepping on the accelerator in a fundamental logical relationship.

[0032] Regarding the feasibility of controlling the throttle by pullback force, see Figure 4(b) is the most basic human instinct of standing upright; since humans evolved, walking upright has been with humans every day. When standing naturally, the feet and legs will naturally form a nearly right angle, shaped like a hoe, and can be easily completed without training, which provides a physiological basis for easily controlling the throttle through the pullback force of the feet. The area near the base of the toes to the instep that contacts the bottom of the oil rod 201 is considered to bend near this area in consideration of walking, and there will be a transition connection to make the front end of the shoe slightly upturned, which creates conditions for better hooking of the oil rod 200.

[0033] When the oil lever 200 is pulled back, the heel 305 is placed on the floor 400 in the vehicle, and the floor 400 is used as a fulcrum, and the ankle 310 is used as an axis. The oil lever 200 is pulled back by moving the sole 312 up and down to control the throttle size; when the travel needs to be increased, the heel 305 can be slightly moved; when the brake 100 needs to be stepped on, the heel 305 can be kept still for a small deceleration, and the sole 312 can be stepped on downward; when a large degree of stepping is required, the heel 305 only needs to leave the floor 400 in the vehicle to step on it. There is no redundant movement in the movement of each part of the foot 300, and the action of pulling back the oil lever 200 and stepping on the brake 100 is direct and quick.

[0034] The reason why we use the word "foot" instead of "shoe" is that shoes have different styles and can be changed, but feet have only innate styles and cannot be changed. As long as the foot movement is feasible, the shoe operation is feasible. In other words, the movement of the shoe is based on the movement of the foot. The foot is the foundation. The shoe can be understood as a cover for the foot, and the foot is just a layer of cloth or leather.

[0035] Because shoes are a factor that can be changed, if necessary, special driving shoes, special shoe covers, additional insoles, etc. can be customized to utilize the friction and smoothness of different materials, and the hoe shape formed by the feet and legs can be used to better hook the oil rod 200, and the pullback force can be transmitted to the shoe surface through the instep 302 to smoothly pull the oil rod 200. If necessary, the tiptoe 306 part can be increased to correspond to the tilt of the shoe surface. An installable oil rod bottom accessory 257 can also be added. The accessory is a rotating body that rotates with a curve matching the shoe surface at the position of the instep 302 as the generatrix 258 and the axis of the oil rod 200 as the center of the circle, or a curved surface that can better match the shoe surface. The rotating body or the surface of the approximate rotating body can better match the shape of the shoe surface, so as to increase the comfort of the instep 302 and reduce the wear on the shoe surface. The accessory can be made of different soft and hard materials, and can also be designed into different shapes to adapt to the preferences of different users and different foot sizes. Of course, the accessory can also be made together with the oil rod 200 and become a part of the oil rod 200. In short, the accessory needs to be able to smoothly transmit the pull-back force of the instep 302 to the oil rod 200, and quickly detach from the oil rod 200 to enter the braking state. As for the lever mechanism and mechanical transmission connected to the oil rod 200, and the electronic part added when necessary, they are all for transmitting the position change of the oil rod 200, which are existing technologies and methods and need not be elaborated here.

[0036] The direction of the above-mentioned inward and upward pulling back action can be biased according to the size of the cab space, the height of the driver's sitting posture, the size of the feet, the length of the legs, gender differences, different preferences, auxiliary foot support, etc., and is generally a mixed direction of upward and inward, with the ultimate goal of safety, comfort, and reducing foot fatigue. If the driving position is relatively high, such as buses and trucks, the direction is mainly upward; if the driving position is relatively low, such as a family car, it is more inward and less upward; if the driving position is very low, such as a sports car or a racing car, it is biased inward, or even horizontally inward. For comparison, the compound throttle brake system of the present invention is also placed in the XYZ three-dimensional coordinate system, and the switching trajectory, switching time, pedaling accuracy, accidental pedaling, and driving fatigue of the right foot 300 when switching between the oil lever 200 and the brake pedal 100 are analyzed from the perspective of space vectors when the present invention is working, to further illustrate the advantages of the present invention.

[0037] Another advantage of the present invention is that it can reduce foot fatigue.

[0038] First, the characteristics of the force f applied to the outside by the foot are analyzed by comparing the list. The force f applied to the outside by the foot and the forces related to the present invention include pull-back force and pedaling force. As shown in Appendix 1, the characteristics of the pedaling force are large force and long stroke, but when a small force is required for fine control and continuous maintenance of a constant small amount of force, the relevant muscle groups are prone to fatigue. When the required force is large and no fine control is required, it is not easy to fatigue. These characteristics make the pedaling force more suitable for braking. The pull-back force is very different. The pull-back force is characterized by small force, short stroke, easy to maintain small force, not easy to fatigue, and easy to fine control. It is easy to maintain the required angle through the support of the heel. These characteristics are just suitable for continuous, frequent and energetic throttle control. In particular, new energy vehicles use electronic throttles, and the pull-back force required is very small. The pull-back force of the required size can also be designed according to the user experience.

[0039] Furthermore, by adding foot auxiliary support mechanisms, such as stepless positioning mechanisms that can adjust the front and rear position, height, and lifting angle, segmented positioning mechanisms, and adjustable pedal support mechanisms, while increasing the adaptability of different models' interior spaces and seats of different heights, foot fatigue can be further reduced, making foot movements smoother, allowing positioning at any time, and easy, smooth, and fine adjustment of the throttle size, to achieve adjustable cruise control at any time. In this way, the existing cruise control button is no longer needed to relieve foot fatigue.

[0040] Another advantage of the present invention is that a backup brake or dual brake function can be realized, and a braking stage can be added to the throttle stage, so that the throttle lever has more functions.

[0041] Now, from different angles, first from the force f and the XZ axis, and then from the relationship between the vehicle speed v and time t under the force f, the principle of the present invention for solving driving fatigue and achieving double braking is discussed, and the function of the oil rod 200 is further expanded.

[0042] See also Figure 5(a) is a diagram showing the relationship between the position of the oil lever 200 and the brake 100 on the XZ axis and the applied force f (stroke) of the compound throttle brake system of the present invention. Because the present invention is a compound structure that is staggered up and down, the motion trajectory of the foot switching between the throttle and the brake is changed from the existing left-right switching in the XYZ three-dimensional space to the up-and-down switching in the XZ two-dimensional plane, and the series of advantages brought about have been described above. After the motion trajectory is limited to the two-dimensional plane, the brake -Fb and the throttle +Fa are in the same position on the Y axis and cannot be expressed on the Y axis. After conversion to the XZ axis, -Fb and +Fa will appear in different positions. Because the applied force f value is a changing curve on the XZ axis, for the convenience of analysis, it is simplified into a hollow frame with width, and the XZ two-dimensional plane is compressed into an axis, the same below. At this time, the brake -Fb is still the pedaling force, which remains negative; the throttle +Fa becomes a pull-back force, which becomes a positive value, and the negative value area below is empty, and the brake force -Fbob can be placed for backup brake (backup of brake). After adding the backup brake, the oil lever 200 can have a two-in-one function of accelerator and brake, that is, pulling back is the accelerator, and stepping on it is the brake. In this way, the applied force f includes the accelerator force +Fa, the brake force -Fb and the backup brake force -Fbob. With two brakes, it becomes a dual brake system. Usually, only the conventional brake is used, and the backup brake is activated when necessary (such as when the brake fails). Or when going down a long slope, the two brakes are used alternately to avoid brake failure caused by overheating of the brake disc.

[0043] The kinetic energy recovery KERS system in the so-called single-pedal mode of existing new energy vehicles achieves the purpose of saving electricity and extending battery life by converting the kinetic energy of the car when it is coasting into electrical energy. Since the throttle size is controlled by the pedaling force, when the throttle is released, there will be a braking effect due to the conversion of kinetic energy into electrical energy. Therefore, it is easy to mistakenly use the foot to step on the accelerator pedal to brake in an emergency, thereby causing an accident. After the oil rod 200 of the present invention is used to pull back and control the throttle, the starting position is changed to the kinetic energy recovery KERS, and the throttle is no longer related to the pedaling, which completely eliminates the hidden danger of stepping on the wrong brake and completely solves the problem of stepping on the accelerator by mistake.

[0044] See also Figure 5(b) is a graph showing the relationship between vehicle speed v and time t under the action of force f for the compound throttle brake system of the present invention; vehicle speed V(f) is a function of force f, which includes throttle force +Fa and brake force -Fb, which have opposite signs and directions. When driving, the value of the pullback force +Fa determines the speed of acceleration or the uniform speed, and the absolute value of the pedal force -Fb determines the speed of deceleration. The curves in the figure are divided into nine stage curves from P0 to P8, which roughly show the entire driving process of the existing throttle brake system. P0, start, release the hand brake; P1, f=+Fa (pull the gas lever), v=V(+Fa); P2, fuel vehicle (coasting), electric vehicle (KERS); P3, f=-Fb (step on the brake), v=0; P4, reverse in R gear, f=+Fa (pull the gas lever), v=-V(+Fa); P5, f=-Fb (step on the brake), v=0, handbrake parking; P6, release the hand brake, f=+Fa (pull the gas lever), v=V(+Fa); P7, going down a long slope, f=-Fb (step on the brake), slow down, then, the brake fails, f=-Fb (step on the brake), v increases instead of decreasing; P8, f=-Fbob (step on the top of the gas lever to brake), v immediately drops to zero. During the entire driving process, since the accelerator force +Fa and the brake force -Fb are in opposite directions, the accelerator +Fa is at the top and the brake -Fb is at the bottom, and they are alternately distributed on the t-axis, which is no longer like the existing accelerator brake system (see Figure 2 ) are all located below the t-axis. When pulling and stepping, the relevant muscle groups and brain control areas required for foot force are different, and the two become in a relationship of mutual relaxation and rest. The relevant muscle groups and brain related areas are used alternately, and they rest in exchange, and are not easily fatigued.

[0045] It can be seen from the above force f time curve that from parking to starting and then pulling the accelerator, there must be a handbrake release operation, and there must also be a handbrake pull operation when parking. This operation will cause the problem of forgetting. Since the oil rod 200 is no longer in contact with the sole of the shoe walking on the ground, it no longer needs to withstand the trampling of dirty shoes, but contacts the clean upper of the shoe, and does not need to withstand such a large force of trampling, it can be designed into a delicate and light rod shape or a rod-like shape that is conducive to matching with the upper of the shoe, and a preparation state can be added before the working state. In the preparation state, the oil rod 200 is distributed around the brake pedal 100. When the brake 100 is pressed or the oil rod 200 is pressed, the oil rod 200 automatically moves quickly (or is called loading) to the instep 302 and enters the working state; when the foot leaves the brake 100 and the oil rod 200, after a short wait, the oil rod 200 will automatically enter the preparation state. In this way, while solving the problem of forgetting the handbrake, it also increases the sense of technology and driving pleasure of the car.

[0046] Next, we will see whether the backup brake function can be converted into a regular brake, or whether the regular brake pedal 100 can be omitted to make the gas lever 200 a two-in-one gas lever for accelerator and brake.

[0047] like Figure 6 (a) shows the relationship between the position of the oil rod 200 on the XZ axis and the applied force f (stroke) of the compound throttle brake system of the present invention after the brake pedal is omitted. Figure 6 (b) shows the relationship between the applied force f, vehicle speed v and time t after the brake pedal is omitted. The spare braking force -Fbob becomes the two-in-one braking force -Fb(2in1). At this time, the applied force f includes +Fa and -Fb(2in1). From the whole driving process in the figure, it is equivalent to putting Figure 2 In the existing accelerator brake system shown in (a) and (b), -Fa becomes +Fa, and -Fa changes from the bottom of the horizontal axis to +Fa above the horizontal axis. After omitting the brake 100 and the oil lever 200 performs all the accelerator and brake tasks, it still has the advantage of preventing accidental stepping on the accelerator. However, when switching from the accelerator to the brake, the right foot must first be withdrawn from the oil lever bottom 201, then lifted up to a height above the oil lever 200, and then stepped on the oil lever top surface 202. In terms of switching time, it is not as fast as directly stepping on the brake pedal 100 below from the oil lever bottom 201. Therefore, the brake force -Fbob is more suitable for backup.

[0048] When drawing the relationship between the applied force f and the time t, the throttle force +Fa curve is raised so that the brake -Fb curve is placed below the raised throttle force +Fa curve to become the positive brake +Fb. After the initial point of the throttle force +Fa is raised and connected to the positive +Fb, the original connection point between +Fa and +Fb becomes the critical point of the throttle brake. This critical point divides +Fa into two sections: +Fba braking section and +Faa acceleration section, with the brake throttle critical point (referred to as BA-P or C point) in the middle. After the negative brake -Fb originally at the bottom is moved to the positive area, a space is left in the negative area below to place the brake force -Fbob, which is used for backup braking.

[0049] See also Figure 7(a) is a diagram showing the relationship between the position of the oil lever 200 on the XZ plane and the force f of the compound throttle brake system of the present invention, which is a three-in-one automatic brake, throttle acceleration and standby brake. After the positive force f of the oil lever 200 has the braking section, the intersection point of the BA point (point C) and the acceleration section, it becomes three stages, which are named as follows: the throttle braking stage PBA (Phase of Brake in the Accelerator), referred to as the B section, the brake acceleration critical point BA-P (Brake and Accelerate Critical Point), referred to as the C section or point C, and the throttle acceleration stage PAA (Phase of Accelerate in the Accelerator), referred to as the A section. The first letters of the central words of the three stages are taken, and they are referred to as the BCA three stages. In order to illustrate the braking and throttle size of the oil lever 200 at different positions in the figure, the density of the horizontal lines is used, and the uppercase maximum (MAX) and lowercase minimum (min) are used to indicate the size of the values. B-MAX, maximum brake value; B-min, minimum brake value, which is the brake zero point; A-MAX, maximum throttle value; A-min, minimum throttle value, which is the throttle zero point.

[0050] Section B: +Fa from zero point (B-MAX) to point C (B-min) is the first stage. Zero point is the starting point of the 200 stroke of the oil lever and the end point of braking or parking. At this time, the foot force +Fa is zero, the braking force is maximum (B-MAX), which is equivalent to the brake pedal being stepped on to the bottom; as +Fa increases, the braking force gradually decreases until point C (B-min, A-min); when it reaches point C, it is equivalent to the starting point of the traditional brake pedal (B-min), and at the same time, it is also the starting point of throttle acceleration (A-min); at this time, the braking size is zero (B-min) and the throttle size is also zero (A-min). For new energy vehicles, this section can be used as kinetic energy recovery KERS, which achieves kinetic energy recovery while achieving deceleration.

[0051] Section C: +Fa is at the middle value, which is the second stage. The oil rod 200 is in the middle of the entire pullback stroke, the brake becomes zero (B-min), and the acceleration is also zero (A-min), which is the zero starting point of acceleration.

[0052] Section A: +Fa from point C (A-min) to the maximum value (A-MAX) (+Faa stage), is the third stage. The oil lever 200 starts from point C; as the +Fa value increases, the speed increases; the greater the +Fa, the greater the throttle, the faster the vehicle speed; when it is pulled to the bottom, the +Fa value is the maximum, the throttle is the maximum (A-MAX), and the vehicle speed reaches the maximum value.

[0053] See also Figure 7(b) is the change of vehicle speed v on the time t axis under the action of force f. The curves in the figure are divided into nine stage curves from P0 to P8, which roughly show the entire driving process of the three-in-one fuel lever 200. P0, start, f=+Fba (pull the fuel lever), from zero point to point C, automatically release the handbrake; P1, accelerate through point C, f=+Faa (pull the fuel lever), v=V(+Faa); P2, return to point C, fuel vehicle (coasting), electric vehicle (kinetic energy recovery KERS); P3, f=+Fba (release the fuel lever), decelerate from point C to zero point, v=0, automatic braking; P4, reverse in R gear, f=+Faa (pull the fuel lever), v=-V(+ Faa); P5, f=-Fba (release the accelerator), decelerate to zero point after passing point C, v=0, and automatically park; P6, accelerate after passing point C, f=+Faa (pull the accelerator), v=V(+Faa); P7, go down a long slope, f=+Fba, brake automatically, decelerate, then, encounter downhill brake failure, the accelerator returns to zero point, automatic braking is invalid, and v increases instead of decreasing; P8, f=-Fbob, step on the top of the accelerator to brake, and v immediately drops to zero.

[0054] With the B section, automatic braking and automatic parking are naturally realized whether it is uphill or on a flat road, so that the existing hill start assist HSA (Hill Start Assist) and automatic parking (Auto Hold) functions are naturally integrated into the control range of the oil lever 200 and become an organic part of the compound throttle brake system of the present invention. The speed, strength, stop position and time of the pull back can be manually controlled in the process of braking and throttle control. A series of problems such as forgetting to pull the handbrake when parking, forgetting to release the handbrake when driving, and the automatic parking being often turned on, which may damage the car or waste fuel, will no longer exist.

[0055] With the above three stages, the oil rod 200 can move in different shapes or different motion modes (rotation around the axis, movement) at different stages to allow the foot to sense and distinguish the changes in different stages, and avoid being pulled suddenly from stage B to stage A. For example, in stage B, the instep 302 is used as the axis to pull the oil rod 200 inward and upward; in stage A, it is pulled back horizontally inward. In order to make the movement smooth, the heel 305 can also be placed on the slider 602 to slide. In this way, the movement path of the oil rod 200 in the three stages is a broken line or a curve.

[0056] About the Chinese and English names related to the present invention. Because the throttle of the present invention is no longer controlled by pedaling, but by pulling back, it can no longer be called an accelerator pedal. Considering that it is convenient to pedal from the top, it can be made into a square chocolate shape, and the English name can be accelerator bar; considering that it is convenient to hook the throttle, it can be made into a horizontal round rod shape, which can be used alternately for pedaling and pulling back, and the English name is accelerator perch, where the English word perch means a bird's perch or habitat. Taking all factors into consideration, the Chinese and English names are accelerator bar 200 or accelerator perch 200, referred to as accelerator bar 200. The brake pedal 100 is still pedaled, and is still a brake pedal, and is still referred to as brake or foot brake.

[0057] The compound throttle brake system has changed the operating principle and working logic of the existing throttle brake system. Through the coordination of pullback and pedaling, the advantages of pullback and pedaling are maximized, and their respective disadvantages are avoided, which completely solves a series of problems such as accidental pedaling, speed switching, and driving fatigue. If the throttle pullback speed is identified with sensors, electronic circuits, and even microprocessors to determine whether it is an abnormal operation, it can be operated with more confidence. If the operation is made by mistake, the car will not move, and it will naturally transition to the pullback throttle mode. Therefore, both new and old drivers can easily and safely get rid of their original driving habits. Moreover, the compound throttle brake system is also easy to implement through electronic information technology, which is more in line with the development direction of new energy and smart cars. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 (a)(b) are three-dimensional coordinate diagrams of two switching modes of the right foot between the pedals in the existing accelerator and brake system.

[0059] Figure 2 (a) is a distribution diagram of the size of the brake and accelerator and the force f on the Y axis for the existing accelerator brake system; Figure 2 (b) is a graph showing the relationship between vehicle speed v and time t under the action of force f for an existing accelerator brake system.

[0060] Figure 3 , is a schematic diagram of the compound throttle brake system of the present invention.

[0061] Figure 4 (a) is a diagram showing the position relationship of the accelerator lever, brake and right foot in three-dimensional coordinates for the compound accelerator and brake system of the present invention;

[0062] Figure 4(b) is a schematic diagram showing the physiological basis of the oil rod pullback control when the human's most basic natural instinct is to stand upright.

[0063] Figure 5 (a) is a diagram showing the relationship between the position of the oil lever and the brake on the XZ axis and the magnitude of the applied force f and the stroke of the compound throttle brake system of the present invention;

[0064] Figure 5 (b) is a graph showing the relationship between vehicle speed v and time t under the action of force f for the compound throttle brake system of the present invention.

[0065] Figure 6 (a) is the relationship between the position of the oil lever on XZ and the magnitude of the force f and the stroke after the brake pedal is omitted;

[0066] Figure 6 (b) is the relationship diagram between the applied force f, vehicle speed v and time t after the brake pedal is omitted.

[0067] Figure 7 (a) is the relationship between the position of the three-in-one oil lever of automatic brake, throttle acceleration and backup brake on XZ and the applied force f;

[0068] Figure 7 (b) is the change of vehicle speed v on the time t axis under the action of force f.

[0069] Figure 8 (a) is the situation when the foot pulls back the gas lever when driving with a compound throttle brake system;

[0070] Figure 8 (b) is the situation when the brake pedal is pressed by the compound accelerator brake system.

[0071] Fig. 9 (a) to (d) are several situations when the pedal function is set on the top surface of the oil rod.

[0072] Fig. 9 (a) The top surface of the brake pedal is provided with a groove, and the sole of the foot steps on the top surface of the oil lever;

[0073] Fig. 9 (b) When the oil lever is stepped on, the oil lever is embedded in the brake pedal groove, and the two are combined to form a mutually nested and flat whole, and continue to move downward together with the pedal;

[0074] Fig. 9 (c) When the oil lever is stepped on and moves toward the brake pedal, the two are offset from each other, and the two form a relatively flat surface relative to the sole of the foot, and continue to move downward together with the stepping;

[0075] Fig. 9(d) When a side pedal connected to the oil rod is added, when the side pedal is stepped on, the oil rod is not linked to the brake pedal, and the two move independently; when the top of the oil rod is stepped on, the two can still be linked and continue to move downward together.

[0076] Fig.10 (a) to (c) are the situations where the accelerator and brake dual-function composite oil lever extends upward on both sides or one side to form a U-shaped or L-shaped pedal, and forms an annular integrated structure that can rotate or move relative to the brake cross plate.

[0077] Fig.10 (a) is a schematic diagram of a composite oil boom formed by extending the oil boom, when the foot is not in operation;

[0078] Fig.10 (b) is a schematic diagram of a composite oil rod formed by extending the oil rod, and pulling the bottom surface of the U-shaped or L-shaped oil rod to control the throttle. At this time, the rotation of the oil rod does not move integrally with the brake cross bar;

[0079] Fig.10 (c) is a schematic diagram of a composite oil rod formed by extending the oil rod, when the sole of the foot steps on the upper surface of the annular integrated structure to brake. At this time, the U-shaped or L-shaped oil rod and the brake cross bar move together along the stepping direction.

[0080] Fig.11 (a) to (c) are the situations where the accelerator and brake dual-function composite oil lever, the brake cross plate extends downward on both sides or one side to form a U-shaped or L-shaped pedal, and forms an annular integrated structure with the oil lever that can rotate or move relative to it.

[0081] Fig.11 (a) is a schematic diagram of the composite oil lever formed by the extension of the brake cross plate when the foot is not operated;

[0082] Fig.11 (b) is a schematic diagram of the composite oil rod formed by the extension of the brake crossbar, when the instep pulls the bottom of the oil rod to control the throttle. At this time, the oil rod does not move together with the brake crossbar;

[0083] Fig.11 (c) is a schematic diagram of the composite oil rod formed by extending the brake cross plate when stepping on the upper surface of the annular integrated structure to brake. At this time, the oil rod and the U-shaped or L-shaped brake cross bar move together along the stepping direction.

[0084] Fig.12 (a) to (d) are top views of a composite oil lever with dual functions of accelerator and brake, where the oil lever and the brake are an integrated structure that can rotate or move relative to each other.

[0085] Fig.12 (a) is a top view of a composite oil rod formed by extending both sides of the oil rod;

[0086] Fig.12 (b) is a top view of a composite oil rod formed by extending the oil rod on one side and a brake pedal is provided under the foot;

[0087] Fig.12 (c) is a top view of the composite oil rods extending from both sides of the brake cross plate;

[0088] Fig.12 (d) is a composite oil rod with an annular integrated structure in which an L-shaped oil rod and an L-shaped brake are interwoven with each other. The principle of the U-shaped oil rod and the U-shaped brake being interwoven with each other is the same. Due to space limitations, no figure is drawn.

[0089] Fig.13 (a) to (c) are schematic diagrams of the accelerator and brake dual-function composite oil rod, which is connected to the upper cross plate by extending upward on both sides or one side of the oil rod to form a ring-shaped overall structure in different working conditions.

[0090] Fig.13 (a) is a schematic diagram of the annular integral structure dual-function composite oil rod when the foot is not in operation;

[0091] Fig.13 (b) is a schematic diagram of a ring-shaped integral structure dual-function composite oil rod, where the instep controls the throttle by pulling the bottom of the oil rod;

[0092] Fig.13 (c) is a schematic diagram of the annular integral structure dual-function composite oil rod when the sole of the foot steps on the upper surface of the annular integral structure to brake.

[0093] Fig.14 (a) to (d) are top views of a composite oil lever with dual functions of accelerator and brake, where the oil lever and the brake are an integral structure.

[0094] Fig.14 (a) The top view of the left side of the oil rod extending upward and connecting with the upper horizontal plate to form a C-shaped pedal;

[0095] Fig.14 (b) The right side of the oil rod is extended upward to connect with the upper horizontal plate to form a C-shaped pedal, and the top view when the bottom attachment of the oil rod is added;

[0096] Fig.14 (c) Top view of the oil rod when both sides extend upward and connect to the upper horizontal plate to form a D-shaped pedal;

[0097] Fig.14 (d) The two sides of the oil rod extend upward and connect to the upper cross plate to form a D-shaped pedal. At the same time, a top view when a brake pedal is added below.

[0098] Fig.15(a) to (c) are schematic diagrams of the case where the upper surface is easy to be stepped on, partially or completely bent, and the cross-sectional bending structure has dual functions of accelerator and brake, and the cross-section is an L-shaped bending structure.

[0099] Fig.15 (a) When the oil lever is an L-shaped cross-section pedal and the foot does not pull the oil lever;

[0100] Fig.15 (b) When the oil lever is an L-shaped cross-section pedal, the foot pulls the lower top of the oil lever;

[0101] Fig.15 (c) When the oil rod is an L-shaped cross-section pedal and the upper surface of the L-shaped pedal is stepped on.

[0102] Fig.16 (a) to (c) are schematic diagrams of the case where the upper surface is easy to be stepped on, partially or completely bent, and the cross-sectional bending structure has dual functions of accelerator and brake, and the cross-section is a C-shaped bending structure.

[0103] Fig.16 (a) When the oil lever is an upward convex arc pedal, the foot is located between the oil lever and the brake pedal below, and there is no operation;

[0104] Fig.16 (b) When the oil lever is an upward convex arc pedal, the instep pulls the lower top of the oil lever to control the throttle;

[0105] Fig.16 (c) When the oil lever is an upward convex arc pedal, the foot steps on the upper surface of the arc pedal to perform the braking operation.

[0106] Fig.17 (a) to (b) are the cases where the compound accelerator brake system has a foot assist mechanism.

[0107] Fig.17 (a) When the auxiliary institution is a platform institution;

[0108] Fig.17 (b) The situation when the auxiliary mechanism is a segmented positioning mechanism.

[0109] Fig.18 (a) When the auxiliary mechanism is a stepless positioning mechanism;

[0110] Fig.18 (b) The auxiliary mechanism is a stepless positioning mechanism, which adds the structure of adjusting the front and rear position, height and lifting angle;

[0111] Fig.19 (a), the auxiliary mechanism is an adjustable pedal support mechanism, and the heel is pressed on the support pedal to pull the oil lever;

[0112] Fig.19 (b) The auxiliary mechanism is an adjustable pedal support mechanism, and the foot is separated from the support pedal and the oil lever is stepped on.

[0113] Fig. 20 (a) to (c) are the situations when the oil rod pulls back and obtains different functional stages through path shape change, moving position, and upper end rotation around the axis; when there is no upper end rotation, the oil rod moves directly along the path. At this time, the shape of the oil rod is not extended, which is applicable to the description of the shape of the oil rod in the drawings in Example 1. Due to space limitations, no additional drawings are made. In order to reduce the number of drawings, the above functional stage when there is only a small section of a simple path without bending shape change is drawn in Fig.15 (a) to (b); of course, for Fig.15 Corresponding to the sixth embodiment, this functional stage is also not necessary.

[0114] Fig. 20 (a) The oil lever with different functional stages during the pullback stroke at the starting position;

[0115] Fig. 20 (b) The oil rod with different functional stages during the pull-back stroke, when in the starting position, the lower top end is pulled to make the oil rod rotate around the axis through the upper end;

[0116] Fig. 20 (c) The oil rod with different functional stages in the pullback stroke when it moves to different positions along the path.

[0117] Fig.21 , when the ready state function is added to the gas lever, a schematic diagram of the position relationship between the gas lever and the brake pedal when the gas lever is in different up, down, left, and right positions. DETAILED DESCRIPTION

[0118] The following will be based on the principles of the present invention, combined with the accompanying drawings that illustrate the principles, and will be described clearly and completely through specific embodiments. In fact, the most difficult part is the hopeless thinking before making an invention, the difficulty of failing to find a solution to the problem, and the stimulation of creative thinking, which leads to constant inspiration. A breakthrough in a method requires a repetitive process of inspiration, excitement, reflection, negation, verification, and synthesis; only with this process can an invention with novel, creative and unique principles be made. Based on the principles of the present invention, technicians in this field can easily make many similar practical specific embodiments that achieve the same functions through conventional techniques in auto parts and machinery. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Therefore, the embodiments obtained based on the principles of the present invention are all within the scope of protection of the present invention.

[0119] Embodiment 1:

[0120] See also Figure 8 (a)(b), the compound throttle brake system provided in this embodiment includes a brake pedal 100 and an oil lever 200;

[0121] The throttle cross bar 200 and the brake pedal 100 form a duplex structure staggered up and down or front and back;

[0122] In the working state, the sole 312 is placed between the duplex structure formed by the accelerator cross bar 200 and the brake pedal 100;

[0123] When driving, the instep 302 contacts the bottom of the oil rod 201, and the oil rod 200 is hooked through the hoe shape formed by the foot 300 and the leg 311, and the throttle is controlled by pulling it back inward and upward. Figure 8 (a) shows the situation when the foot pulls back the gas lever during driving of the compound throttle brake system of the present invention.

[0124] When braking, the brake pedal 100 is stepped on downward and forward by the sole 301 to complete the braking operation. Figure 8 (b) shows the situation when the brake pedal is stepped on by the compound throttle brake system of the present invention.

[0125] The throttle cross bar 200 can be made into a rod shape to facilitate the instep 302 to control the throttle cross bar 200. In the following embodiments, it can be seen that it extends into different shapes. When in working state, it is placed horizontally on the instep 302. In the following embodiments, it can be seen that the cross bar 200 is incorporated into the brake 100.

[0126] Embodiment 2:

[0127] See also Fig. 9 (a) to (d), the compound throttle brake system provided in this embodiment, the throttle cross bar 200, can be stepped on by the sole 301 of the foot against the top surface 202 of the throttle rod, and its stroke can reach the position of the brake pedal 100, and can continue to move downward together with the brake pedal 100 until the maximum braking position of the brake pedal 100; in order to make the throttle rod 200 and the brake pedal 100 flush with each other and not affect each other after being stepped on, a groove 107 can be made on the top of the brake, or the throttle rod 200 and the brake pedal 100 can be nested and staggered with each other in the pedaling stroke.

[0128] In other words, the throttle cross bar 200 can be used to control the throttle by hooking the bottom of the oil rod 201 with the instep 302 and pulling it back, or the brake operation can be performed by stepping on the top of the oil rod 202 with the sole 301. In order to enable the oil rod 200 to continue to perform the braking function of the brake 100 after the sole 301 steps on the top of the oil rod 202 and the oil rod 200 contacts the brake 100, a groove 107 can be made on the top of the brake 100, or the oil rod 200 and the brake 100 can be nested and misaligned with each other in the pedal stroke, so as to achieve the purpose of the oil rod 200 and the brake 100 being level with each other or not affecting each other after being stepped on.

[0129] When the oil lever 200 is stepped on at its top surface 202, the oil lever 200 itself can have a braking function or not. When it has a braking function, there are two sets of braking systems; when it does not have a braking function, there is an additional braking method, and the oil lever 200 will not block the braking function.

[0130] In the working state, because the sole 312 needs to be placed between the oil rod 200 and the brake 100, the oil rod 200 is higher than the brake 100, see Fig. 9 (a). When the oil rod 200 is stepped on, it will overlap with the top of the brake pedal 100. It is necessary to make a groove 107 on the top of the brake pedal 100 to leave space for the bottom 201 of the oil rod to be embedded. Fig. 9 (b). The oil lever 200 and the brake 100 can also be offset relative to each other in the pedal stroke, see Fig. 9 (c) so that the top surface 202 of the oil rod is relatively flat with the top surface 102 of the brake pedal. If the oil rod 200 is pressed down, the brake 100 and the standby brake function of the oil rod 200 are activated simultaneously. At this time, the braking force is the sum of -Fb and -Fbob. When the oil rod 200 is used for standby braking, its stroke is greater than the stroke of the brake 100. Then, the oil rod 200 can be equipped with a side pedal 204 so that the stroke of the oil rod 200 can exceed the position of the brake 100 by pressing the side pedal 204. See Fig. 9 (d) In this way, the brake 100 and the spare brake of the oil lever 200 can be used alternately without affecting each other, or they can be stepped on at the same time to perform the braking operation together.

[0131] Regarding the cross-section and surface shape of the oil rod 200.

[0132] The cross-sectional shape and surface shape of the oil rod 200 depend on the movement of the oil rod 200 when the oil rod 200 slides on the instep 302 when the force f is applied to pull the oil rod 200. Because the oil rod 200 will move to a certain extent on the surface of the instep 302 to adapt to the stroke change of the force f, and this movement can be sliding or rolling. If it depends on the sliding between the oil rod 200 and the instep 302, at this time, the surface of the bottom 201 of the oil rod can be made into a smooth arc; if it depends on the rolling formed by the rotation of the inner shaft of the oil rod 200, the bottom 201 of the oil rod can be made into an arc, and the surface can be made into different concave and convex patterns, or gear-shaped, or canine-tooth-shaped arcs. Considering that when the oil rod 200 is used as a brake, the top surface 202 of the oil rod needs to bear the pedaling force of the sole 301, the top 202 of the oil rod can be made into a concave and convex or pattern structure with anti-slip function. Therefore, the cross section of the oil rod is not necessarily circular, and it can also be an arc-shaped bottom surface and a flat top surface, and a concave and convex or pattern structure can be made on the surface as needed.

[0133] Embodiment three:

[0134] See also Fig.10 (a)~(c) Fig.11 (a) to (c) and Fig.12 (a) to (d) of the compound throttle brake system provided in this embodiment, the oil rod 200 is a composite oil rod with dual functions of throttle and brake; when no force is applied, it is an integrated structure with an upper surface that is easy to step on and the oil rod 200 and the brake 100 can rotate or move relative to each other.

[0135] The integrated structure is formed by extending the oil rod 200 upward on both sides or one side, adding a left side 230 and a right side 240 or one of the two (one side), to form a U-shaped pedal 200U or an L-shaped pedal 200L. At this time, the oil rod 200 becomes the lower cross bar 250 of the pedal, and forms an annular integrated structure with the brake cross plate 100 with or without opening on the opposite side, see Fig.10 (a) and Fig.12 (a)(b); The throttle control is performed by contacting the instep 302 with the bottom surface 251 of the lower crossbar 250, and pulling back the lower crossbar 250, see Fig.10 (b); The braking function is achieved by stepping on the top surface (also called the upper surface) 102 of the brake crossbar 100 and the top surface 252 of the lower crossbar 250 of the U-shaped or L-shaped pedal by the sole 301, see Fig.10 (c).

[0136] The integrated structure can also be formed by extending the brake cross plate 100 downward on both sides or one side, adding the left side 130 and the right side 140 or one of the two, to form a U-shaped pedal 100U or an L-shaped pedal 100L, and forming an annular integrated structure with an open or non-open side formed by the oil rod 200, see Fig.11 (a) and Fig.12 (c) respectively by the instep 302 of the oil lever 200 and the sole 301 of the foot on the top surface 162 of the U-shaped or L-shaped pedal and the top surface 202 of the oil lever 200, to achieve the accelerator and brake operation, see Fig.11 (b)(c).

[0137] The integrated structure can also extend the oil rod 200 and the brake 100 upward and downward respectively to form an interwoven annular integrated structure, and the accelerator and brake operations can be achieved by pulling back the U-shaped oil rod 200U or the L-shaped oil rod 200L with the instep 302 and stepping on the top surface 162 and the top surface 252 of the U-shaped pedal 100U or the L-shaped pedal 100L with the sole 301, see Fig.12 (d).

[0138] Furthermore, in order to form an integrated structure between the oil rod 200 and the brake 100 that can rotate or move relative to each other and realize the braking function by stepping on the upper surface, the structure can be connected through the groove 107 at the bottom of the U-shaped pedal 100U or the L-shaped pedal 100L or the shaft structure 190. The shaft structure 190 can be coaxial with the brake horizontal plate 100 or at a different position, and the required stroke of the instep 302 can be adjusted by changing the relationship between the length of the left and right sides 230 and 240 extending upward from the oil rod 200 and the rotation angle of the shaft structure 190.

[0139] The integrated structure has a hollow space 180 or 280 for accommodating the toe 306 of the oil rod 200 or the lower cross bar 250 when it is pulled back. Fig.14 ; When dual braking function is required, a brake pedal B100 can be added below it, see Fig.12 (b).

[0140] Embodiment 4:

[0141] See also Fig.13 (a) to (c) and Fig.15 (a) to (c), the oil lever 200, when no force is applied, is an integral structure with an easy-to-tread upper surface and dual functions of an accelerator and a brake.

[0142] The overall structure is formed by extending the oil rod 200 upward on both sides or one side, adding a left side 230 and a right side 240 or one of the two (one side). At this time, the oil rod 200 becomes a lower cross bar 250, and an upper cross plate 260 is added to form a C-shaped pedal 200C or a D-shaped pedal 200D, forming a ring-shaped overall structure with open or non-open side edges, see Fig.13 (a) and Fig.14(a) to (d); the throttle and brake functions are realized by pulling back the lower crossbar 250 by the instep 302 and stepping on the upper crossbar top surface 262 and the lower crossbar top surface 252 of the C-shaped pedal 200C or the D-shaped pedal 200D by the sole 301, see Fig.13 (b)(c).

[0143] The C-shaped pedal 200C and the D-shaped pedal 200D have a hollow space 280 for accommodating the toe 306 when in contact with the bottom surface 251 of the lower crossbar 200. Fig.14 A brake pedal 100 may be added below it as required, see Fig.14 (d).

[0144] Embodiment five:

[0145] See also Fig.14 (b), the compound throttle brake system provided in this embodiment, the oil rod 200 has an installable oil rod bottom attachment 257;

[0146] The bottom attachment 257 of the oil rod is a rotating body that rotates with a curve matching the upper of the shoe where the instep 302 is located as the generatrix 258 and the axis of the oil rod 200 as the center of the circle, or a curved surface that can better match the upper. The attachment can be made of different soft and hard materials and can also be designed in different shapes to suit the preferences of different users and different foot sizes. The attachment can also be made together with the oil rod 200 to become a part of the oil rod 200.

[0147] Embodiment six:

[0148] See also Fig.15 (a) to (c) and Fig.16 (a) to (c), the oil rod 200, when no force is applied, is a cross-sectional curved structure with an upper surface that is easy to be stepped on, partially or entirely bent, and has dual functions of accelerator and brake.

[0149] The cross-sectional curved structure is formed by extending the oil rod 200 upward as a whole to form an L-shaped pedal L200 with a cross-sectional shape similar to a hoe or a curved pedal C200 with a cross-sectional shape convex upward, see Fig.15 (a) and Fig.16 (a); The throttle control is achieved by the instep 302 contacting the top surface 251 of the lower top end 250 of the L-shaped pedal L200 or the curved pedal C200, and pulling back the lower top end 250, see Fig.15 (b) and Fig.16 (b); its braking function is achieved by stepping on the upper surface 202 of the L-shaped pedal L200 or the curved pedal C200 by the sole 301, see Fig.15 (c) and Fig.16 (c);

[0150] The L-shaped pedal L200 or the curved pedal C200, which is partially bent into an L-shaped cross-section pedal L200 or the entire pedal C200 is bent into a C-shaped cross-section pedal, is used to accommodate the toe 306 when the instep 302 is pulled back and contacts the top surface 251 of the lower top end 250, see Fig.15 (b) and Fig.16 (b); a brake pedal 100 may be added below it as required, see Fig.16 .

[0151] Embodiment seven:

[0152] See also Fig.17 (a)(b), 18(a)(b) and 19(a)(b), the compound throttle brake system provided in this embodiment may further include a foot auxiliary support mechanism (hereinafter referred to as the auxiliary mechanism);

[0153] Since drivers have different foot sizes, leg lengths, and heights, it is difficult to ensure that each driver's foot 300 is always in a comfortable position during pedaling and pulling back operations, and therefore an auxiliary foot support mechanism is required to ensure that the foot 300 is in the best operating position. Furthermore, in order to ensure that the heel 305 can be supported at any time and fixed in the desired position without fatigue at any time, without affecting the flexible movement of the foot 300 and the flexible rotation of the ankle 310, the advantages of the compound throttle brake system can be further utilized, and the desired speed and required braking can be obtained at any time, thereby realizing a cruise control function with dynamically adjustable speed.

[0154] The auxiliary mechanism is a platform mechanism, including a lifting controllable platform 500, see Fig.17 (a);

[0155] The lifting controllable platform 500 is a mechanically or electronically adjustable height platform, and through the design of the surface concave-convex and appropriate smoothness in contact with the heel 305, the heel 305 can be fixed at any time and the foot 300 can move flexibly.

[0156] or,

[0157] The auxiliary mechanism is a segmented positioning mechanism, including a base 501, a protrusion 502 and a latch 507, see Fig.17 (b);

[0158] The base 501 can be provided with structures for adjusting the front and rear positions, height and lifting angles when necessary; the position 507 is a recessed structure for placing the heel 305; if the height of the protrusion 502 is sufficient, the position 507 can be a flat surface.

[0159] or,

[0160] The auxiliary mechanism is a stepless positioning mechanism, including a track 601 and a slider 602, see Fig.18 (a)(b);

[0161] The track 601 can be provided with structures for adjusting the front and rear position, height and lifting angle when necessary; the surface of the slider 602 can also be provided with a groove or protrusion 607 for positioning the heel 305; the position of the slider 602 can be adjusted in two ways, namely, slider follow-up adjustment and slider electric adjustment; the slider follow-up adjustment can be driven by the movement of the foot; the slider electric adjustment can also be adjusted by a manual button, and the slider 602 is driven to the desired position by a motor.

[0162] or,

[0163] The auxiliary mechanism is an adjustable pedal support mechanism, including a base 801, a mobile damper 808, a sliding pedal bracket 802, a support pedal 806, and a pedal shaft 809, see Fig.19 (a)(b);

[0164] The base 801 is the installation foundation of the entire mechanism, which can be a chassis, a base or a track, and can be adjusted directly by hand or by an electric control button, and the height can be changed by electromechanical drive; the mobile damping 808 is used to provide appropriate damping for the sliding pedal bracket 802 to prevent the right foot 300 from sliding arbitrarily and being difficult to position when placed on the support pedal 806. It is not necessarily a real tension spring, and can be damping in different forms such as damping paste, air damping, liquid damping, pressure damping, etc. The pedal bracket 802, referred to as bracket 802, is used to place the pedal shaft 809 and the support pedal 806; the support pedal 806 provides direct support for the right foot 300, and the support pedal 806 transmits the weight of the right foot 300 to the bracket 802 through the pedal shaft 809; and under the control of the right foot 300, the support pedal 806 can complete all angles of movement around the pedal shaft 809 with the ankle 305 as the axis; the position of the pedal bracket 802 can be adjusted in two ways, bracket follow-up adjustment and bracket electric adjustment; the bracket follow-up adjustment can be driven by the movement of the foot; the bracket electric adjustment can also be adjusted by a manual button, and the bracket 802 is driven to the desired position by a motor; the adjustable pedal support mechanism can remove adjustment functions such as height, angle, and position, and be simplified into a simple pedal support mechanism.

[0165] The sliders, wheels, tracks, bases, grooves, bumps, tension springs, mobile dampers, support pedals, etc. in the above two embodiments are all physical models, not real graphics, and the real objects can have different forms. The purpose of drawing all the relevant parts on the surface is to make the description clear and concise, to provide a better support environment for the present invention, and to avoid falling into the discussion of non-essential technologies. In actual application, any mechanical device that can bear the weight of the entire sole, enable the sole to slide, and position the heel can be used. All these parts can also be hidden, or all these mechanisms can be installed in a shell and then installed in the floor of the car.

[0166] Embodiment eight:

[0167] See also Figure 7 (a)(b), the compound throttle brake system provided in this embodiment, the oil rod 200, has different functional stages in its entire pulling back stroke, including a braking stage (referred to as section B), a braking acceleration critical point (referred to as section C or point C), and an acceleration stage (referred to as section A); the section B can be changed into a kinetic energy recovery KERS (referred to as the KERS section), forming the KERS section, the C section, and the A section; the section C can also be changed into a KERS section, forming the B section, the KERS section, and the A section.

[0168] In an emergency, a person's natural reaction is to stop the vehicle by using their most instinctive, easiest to operate, and most effective pedaling force, rather than releasing the pedal. The kinetic energy recovery KERS system in the so-called single-pedal mode of existing new energy vehicles uses a traditional pedal-type accelerator. When the kinetic energy recovery KERS is added to the pedal-type accelerator, it will have a deceleration effect when the accelerator is released. In an emergency, it is easy to mistakenly step on the accelerator pedal to brake, so there is a serious safety hazard. After the oil rod 200 of the present invention is used to pull back and control the throttle, the starting position is changed to the kinetic energy recovery KERS, and the throttle is no longer related to the pedaling, which completely eliminates the hidden danger of stepping on the wrong brake and completely solves the problem of stepping on the accelerator by mistake.

[0169] Embodiment nine:

[0170] See also Fig. 20 (a) to (c), the compound throttle brake system provided in this embodiment, the oil rod 200, after adding different functional stages, has different motion forms through the upper end of the oil rod 200 rotating around the axis 290 and moving along the path 291, or through the shape changes of the path 291 at different stages, corresponding to the oil rod 200 moving to different positions, so that the foot 300 can sense and distinguish the changes in different stages.

[0171] In the initial stage of the oil rod 200, the lower top end 250 of the oil rod 200 is pulled back to rotate the oil rod 200 around the axis 290, which can be used as a kinetic energy recovery KERS stage. Further force is applied, and the oil rod 200 can enter the acceleration stage by moving along the path 291, see Fig. 20 (a) and (b); the path 291 can also be made into a broken line or a curve, and the kinetic energy recovery KERS stage and the acceleration stage can be judged by the bending of the road and the change of the direction of the path 291. Fig. 20 (b) and (c).

[0172] Embodiment ten:

[0173] See also Fig.21 In the compound throttle brake system provided in this embodiment, the oil lever 200 can be put into a pre-operation preparation (or standby) state. In the pre-operation state, the oil lever 200 can be located at different positions of the brake pedal 100, up, down, left, and right. Only when the foot 300 steps on the brake pedal 100 and the vehicle is started, the oil lever 200 moves above the instep 302 to enter the driving state.

[0174] The compound throttle brake system has changed the existing brake throttle system. It not only solves a series of problems such as accidental accelerator pedaling, speed switching, and easy fatigue through the combination of pullback and pedaling, but also has more variations and different forms of throttle embodiments due to the change in the throttle adjustment method. In order to shorten the length of the article, the embodiments have been omitted as much as possible. For ordinary technicians in this technical field, the basic principles of the present invention can be extended to more forms, or different forms can be obtained through different combinations of embodiments. These so-called improvements and scheme combinations do not have substantial technical progress and are all within the scope of protection of the present invention.

Claims

1. Compound throttle brake system, characterized by Includes brake pedal and throttle lever; The throttle crossbar (referred to as the throttle crossbar) and the brake pedal (referred to as the brake) form a compound structure that is staggered up and down or front and back; When in working state, the sole of the foot is placed between the duplex structure formed by the accelerator bar and the brake pedal; When driving, the instep contacts the bottom of the throttle lever, and the hoe shape formed by the foot and leg hooks the throttle bar, and then pulls it inward and upward to complete the throttle control; When braking, press the brake pedal downward and forward with the sole of your foot to complete the braking operation.

2. The compound throttle brake system according to claim 1, characterized in that The oil rod can be stepped on by the sole of the foot on its top surface, and its stroke can reach the brake pedal position, and can continue to move downward together with the brake pedal until the maximum braking position of the brake pedal; in order to make the oil rod and the brake pedal flush with each other and not affect each other after being stepped on, a groove can be made on the top of the brake, or the oil rod and the brake pedal can be nested and staggered with each other during the pedaling stroke.

3. The compound throttle brake system according to claim 1, characterized in that The throttle crossbar is a composite oil rod with dual functions of throttle and brake; when no force is applied, it is an integrated structure with an upper surface that is easy to step on and the oil rod and the brake can rotate or move relative to each other; The integrated structure is formed by extending the throttle cross bar upward on both sides or one side, adding left and right sides or one side, to form a U-shaped pedal or an L-shaped pedal. At this time, the throttle cross bar becomes the lower cross bar of the pedal, and forms a ring-shaped integrated structure with the brake cross plate with or without openings on the opposite sides; the throttle control is achieved by the instep contacting the bottom surface of the lower cross bar and pulling the lower cross bar back; The braking function is achieved by stepping on the top surface of the brake crossbar and the top surface of the lower crossbar of the U-shaped or L-shaped pedal with the sole of the foot; The integrated structure can also be formed by extending the brake cross plate downward on both sides or on one side, adding left and right sides or one side, forming a U-shaped pedal or an L-shaped pedal, and forming an annular integrated structure with the throttle cross bar with open or closed sides; the operation of the throttle and the brake can be achieved by pulling back the throttle cross bar with the instep and stepping on the top surface of the U-shaped or L-shaped pedal and the top surface of the throttle rod with the sole of the foot; The integrated structure can also extend the oil rod and the brake upward and downward respectively to form an interwoven annular integrated structure, and the operation of the accelerator and the brake can be achieved by pulling back the U-shaped oil rod or the L-shaped oil rod with the instep and stepping on the top surface of the U-shaped pedal or the top surface of the L-shaped pedal with the sole of the foot.

4. The compound throttle brake system according to claim 1, characterized in that The throttle crossbar is an integral structure with an upper surface that is easy to step on and has dual functions of throttle and brake when no force is applied; The overall structure is extended upward on both sides or one side of the oil rod to increase left and right sides or one side. At this time, the oil rod becomes a lower cross bar, and an upper cross plate is added to become a C-shaped pedal or a D-shaped pedal, forming an annular overall structure with or without openings on the sides; its throttle and brake functions are respectively achieved by pulling back the lower cross bar with the instep and stepping on the top surface of the upper cross plate and the top surface of the lower cross bar of the C-shaped pedal or the D-shaped pedal with the sole of the foot.

5. The compound throttle brake system according to claim 1, characterized in that The throttle crossbar has an attachable bottom attachment of the throttle rod; The bottom attachment of the oil rod is a rotating body that rotates with a curve matching the upper of the shoe at the position of the instep as the generatrix and the axis of the oil rod as the center of the circle, or a curved surface that can better match the upper of the shoe; The oil rod bottom attachment can be made together with the oil rod to become a part of the oil rod.

6. The compound throttle brake system according to claim 1, characterized in that The throttle crossbar, when no force is applied, is a cross-sectional curved structure with an upper surface that is easy to step on, partially or entirely curved, and has dual functions of throttle and brake; The cross-sectional curved structure is formed by extending the oil rod upward as a whole, forming an L-shaped pedal with a cross-sectional shape like a hoe or an arc-shaped pedal with a cross-sectional shape convex upward; the throttle control is achieved by pulling the top end downward by the instep; The braking function is achieved by stepping on the upper surface of the L-shaped pedal or the curved pedal with the sole of the foot.

7. The compound throttle brake system according to claim 1, characterized in that It may also include a foot auxiliary support mechanism, referred to as an auxiliary mechanism; The auxiliary mechanism is a platform mechanism, including a lifting and controllable platform; The lifting controllable platform is a mechanical or electronic height-adjustable platform, and the heel can be fixed at any time and the foot can move flexibly through the design of the surface concave-convex and appropriate smoothness in contact with the heel; Alternatively, the auxiliary mechanism is a segmented positioning mechanism, including a base, a protrusion and a latch; Alternatively, the auxiliary mechanism is a stepless positioning mechanism, including a rail and a slider; Alternatively, the auxiliary mechanism is an adjustable pedal support mechanism, including a base, a movable damper, a sliding pedal bracket, a support pedal, and a pedal shaft.

8. The compound throttle brake system according to claim 1, characterized in that The oil rod has different functional stages in its entire pullback stroke, including a braking stage (referred to as Section B), a braking acceleration critical point (referred to as Section C or Point C), and an acceleration stage (referred to as Section A). The B segment can be changed to kinetic energy recovery KERS (KERS segment for short), becoming KERS segment, C segment, and A segment; You can also change segment C to segment KERS, making it segment B, segment KERS, and segment A.

9. The compound throttle brake system according to claim 1, characterized in that The oil rod has different functional stages in its entire pulling back stroke. Through different motion forms of the upper end of the oil rod rotating around the axis and moving along the path, or through the shape changes of the path at different stages, the corresponding oil rod moves to different positions, so that the foot can sense and distinguish the changes at different stages.

10. The compound throttle brake system according to claim 1, characterized in that The oil lever can be put into the pre-work preparation state; in the preparation state, the oil lever can be located at different positions of the brake pedal, and only when the foot steps on the brake pedal and the vehicle is started, the oil lever moves to the top of the instep and enters the driving state.

Images