Mistaken stepping prevention system for brake

Abstract

The invention provides a brake mistaken stepping prevention system, relates to the technical field of automobile power devices, and adopts the technical scheme that the brake mistaken stepping prevention system comprises a trigger module and a control module; the trigger module comprises a first arc-shaped plate and a second arc-shaped plate which are sequentially arranged from top to bottom, the first arc-shaped plate is made of a conductive material, an anti-skid rubber layer is arranged on the surface of the first arc-shaped plate, the second arc-shaped plate is made of an insulating material, and four screw rods are uniformly arranged at the bottom of the first arc-shaped plate; four first positioning grooves are correspondingly formed in the second arc-shaped plate, each screw rod is sleeved with a first spring, the two ends of each first spring are connected with the first arc-shaped plate and the second arc-shaped plate respectively, and the natural length of each first spring is larger than the length of the corresponding screw rod. The brake mistaken stepping prevention system has the advantages that the operation difference between normal vigorous acceleration and panic mistaken stepping is accurately distinguished, and normal driving smoothness and rapid braking during emergency mistaken stepping are guaranteed.

Description

Technical Field

[0001] This application relates to the field of automotive powertrain technology, and more specifically, to a brake misoperation prevention system. Background Technology

[0002] With the increasing number of cars, accidental acceleration while braking has become one of the major causes of traffic accidents. However, existing brake mis-application prevention devices mostly rely on a single pressure threshold to trigger braking, without distinguishing between normal hard acceleration and panic-induced accidental braking. Some systems set the pressure threshold too high to avoid accidental triggering, resulting in a delayed response during emergency accidental braking; while some systems have too low a pressure threshold, which can easily trigger braking accidentally during normal acceleration (such as hard acceleration when overtaking or climbing a hill), interfering with normal driving.

[0003] The above problems urgently need to be addressed. Summary of the Invention

[0004] The purpose of this application is to provide a brake mis-application prevention system that accurately distinguishes between normal hard acceleration and panic-induced mis-application, ensuring smooth normal driving and rapid braking in case of emergency mis-application, thereby solving the above-mentioned problems.

[0005] This application provides a brake misapplication prevention system, the technical solution of which is as follows: Includes a trigger module and a control module; The triggering module includes a first arc-shaped plate and a second arc-shaped plate arranged sequentially from top to bottom. The first arc-shaped plate is made of conductive material and has an anti-slip rubber layer on its surface. The second arc-shaped plate is made of insulating material. Four screws are evenly arranged at the bottom of the first arc-shaped plate. The second arc-shaped plate has four corresponding first positioning grooves. Each screw is fitted with a first spring. The two ends of the first spring are respectively connected to the first arc-shaped plate and the second arc-shaped plate. The natural length of the first spring is greater than the length of the screw. Each screw is adapted to engage with the corresponding first positioning groove. The depth of the first positioning groove is greater than the length of the screw. The top of the second arc-shaped plate is provided with a conductive spring, and the conductive spring is sequentially embedded with a warning-level pressure sensor, a start-up-level pressure sensor, and an emergency-level pressure sensor. The bottom of the first arc-shaped plate is provided with a first contact, a second contact, and a third contact that are concentrically elastically telescopic and correspond to the positions of the conductive spring. The diameters of the first contact, the second contact, and the third contact increase sequentially, and their thicknesses decrease sequentially. The first contact, the second contact, the third contact, and the conductive spring are all electrically connected to the control module, and the control module is connected to the brake pedal.

[0006] The brake misoperation prevention system provided in this application includes a trigger module and a control module. The trigger module is used for sensing operation, and the control module is used for decision execution. Based on this, a complete closed loop of data acquisition, logical judgment, and braking control is formed, ensuring clear division of labor and efficient collaboration among the modules. The trigger module includes a first arc-shaped plate and a second arc-shaped plate arranged sequentially from top to bottom. The first arc-shaped plate is made of conductive material and has an anti-slip rubber layer on its surface. The second arc-shaped plate is made of insulating material. Both the first and second arc-shaped plates have arc-shaped structures, which better adapt to the curved structure of the accelerator pedal and the shape of the driver's foot, improving pedaling comfort and avoiding foot misalignment or incorrect force application caused by planar structures. The conductive properties of the first arc-shaped plate provide a conductive basis for the graded contacts. The anti-slip rubber layer increases the friction of the sole of the foot, preventing accidental contact due to slippage during stepping. The surface of the anti-slip rubber layer can be designed with a diamond-shaped pattern. The insulating properties of the second arc-shaped plate prevent short circuits between the conductive spring and the metal part of the pedal, ensuring circuit safety. The material of the second arc-shaped plate can be epoxy resin, which has excellent insulation properties. Four screws are evenly arranged at the bottom of the first arc-shaped plate, and four first positioning grooves are correspondingly opened on the second arc-shaped plate. A first spring is fitted on each screw, and the two ends of the first spring are connected to the first arc-shaped plate and the second arc-shaped plate respectively. The natural length of the first spring is greater than that of the second arc-shaped plate. Regarding the length of the screws, each screw is fitted and engaged with a corresponding first positioning groove. The depth of the first positioning groove is greater than the length of the screw. The four screws are arranged in a rectangular pattern. With the corresponding engagement of the first positioning grooves, the first arc-shaped plate is restricted to sliding only along the axial direction of the screw, preventing contact misalignment caused by lateral displacement. The natural length of the first spring is greater than the length of the screw, providing elastic support. When not stepped on, it maintains a natural gap between the first and second arc-shaped plates. When stepped on, it compresses with pressure, achieving a linear correlation between pressure and displacement. The depth of the first positioning groove, greater than the length of the screw, ensures sufficient travel space for the first arc-shaped plate, accurately distinguishing between normal, forceful acceleration and panic-induced errors. The difference in pedaling operation provides a basis for identification; the top of the second arc-shaped plate is equipped with a conductive spring, in which a warning-level pressure sensor, a start-up-level pressure sensor, and an emergency-level pressure sensor are sequentially embedded. The conductive spring provides a conductive path for the pressure sensors. Specifically, it can be made of beryllium copper with a graphene coating on the surface. This structure has excellent elasticity and effectively buffers the impact of pedaling. The three-level pressure sensors achieve graded detection (the threshold of the warning-level pressure sensor can be set to 80N, the threshold of the start-up-level pressure sensor can be set to 100N, and the threshold of the emergency-level pressure sensor can be set to 120N), avoiding misjudgments caused by a single pressure threshold (such as 80N warning, 100N start-up braking, and 120N emergency boost).The bottom of the first arc-shaped plate is concentrically arranged with three conductive contacts (first, second, and third) that correspond to the positions of the conductive springs. The diameters of the first, second, and third contacts increase sequentially, while their thicknesses decrease sequentially. This concentric arrangement ensures precise alignment between the contacts and the conductive springs. The sequentially increasing diameters (e.g., 5mm for the first contact, 11mm for the second, and 19mm for the third) and decreasing thicknesses (e.g., 0.5mm for the first contact, 0.4mm for the second, and 0.3mm for the third) ensure that the contacts contact the springs in ascending order of pressure (e.g., 80N for the first contact, 100N for the second, and 120N for the third). This hierarchical association between different pressures and contact points, along with the conductivity of the contacts, ensures that the pressure sensor signal is transmitted through the control module, forming a logical control chain of pressure triggering, circuit connection, and braking activation. This addresses the limitations of existing... The device's single contact cannot distinguish pressure levels, and the contact sequence is chaotic (e.g., high-pressure line contact causes braking lag). By using graded contacts, the pressure level and braking intensity are precisely matched. The first, second, and third contacts, as well as the conductive spring, are all electrically connected to the control module. The control module is connected to the brake pedal. The electrical connection ensures that pressure signals and contact signals are transmitted to the control module in real time. The control module communicates with the brake pedal actuator via a CAN bus to achieve rapid response of judgment results and braking actions. The control module is connected to the brake pedal, rather than directly controlling the accelerator, to avoid interfering with normal accelerator operation. Braking is only achieved through the brake pedal in case of accidental pressing, ensuring driving safety. This solves the problems of signal transmission delay (slow braking response) and interference with normal accelerator control (affecting normal acceleration operation) in existing devices. Through electrical connection and control logic optimization, the device balances protection and driving smoothness, that is, it accurately distinguishes the difference between normal hard acceleration and panic-induced accidental pressing, ensuring normal driving smoothness and rapid braking in case of emergency accidental pressing.When the pedal pressure reaches 80N, the first arc-shaped plate moves downward under the compression of the first spring. The first contact has the largest thickness and will first contact the conductive spring under the same pressure. That is, the first contact will contact the conductive spring first. After the first contact contacts the conductive spring, the pedal pressure is transmitted to the warning-level pressure sensor below. The warning-level pressure sensor detects that the pressure has reached the 80N threshold and transmits the signal to the control module. The control module can issue a warning signal to remind the driver to avoid misoperation. At this time, the second and third contacts, because they have larger diameters and smaller thicknesses, do not contact the conductive spring, and the start-level pressure sensor and the emergency-level pressure sensor have no effective signal output. When the pedal pressure increases to 100N, the first spring is further compressed, and the first arc plate descends to the second contact, which contacts the conductive spring. At this time, the first contact continues to contact the conductive spring, and the pressure still acts on the warning-level pressure sensor, resulting in a state where both the first and second contacts are in contact with the conductive spring. After the second contact contacts the conductive spring, the pressure is transmitted to the starting-level pressure sensor. The starting-level pressure sensor detects the 100N threshold. The starting-level pressure sensor and the warning-level pressure sensor together transmit their respective signals to the control module. The control module cuts off the power and simultaneously controls the brake pedal to apply braking. When the pressure is between 10 and 120N, the control module can send a fuel cut-off or power cut-off signal to the vehicle ECU via the CAN bus (fuel vehicles stop fuel supply, electric vehicles cut off high-voltage circuit) to prevent the vehicle speed from continuing to increase due to accidental acceleration. The control module activates the brake pedal actuator through the relay, controlling the brake motor to pull the brake pedal via the cable. At this time, the third contact is still not in contact with the conductive spring, and the emergency-level pressure sensor has no signal. When the pedal pressure reaches 120N, the first spring compresses, and the first arc-shaped plate descends to contact the third contact with the conductive spring. This creates a situation where the first, second, and third contacts are all in contact with the conductive spring. After the third contact contacts the conductive spring, the pressure is transmitted to the emergency-level pressure sensor. The emergency-level pressure sensor detects the 120N threshold. The emergency-level pressure sensor, the start-up-level pressure sensor, and the warning-level pressure sensor together transmit their respective signals to the control module. The control module can then activate the brake booster pump, which, through coordinated control by the ECU, increases braking force and shortens the braking distance. At this time, all contacts and sensors are active, providing the control module with the highest priority trigger signal. This accurately distinguishes between normal hard acceleration and panic-induced pedal misapplication, ensuring smooth normal driving and rapid braking in case of emergency pedal misapplication.

[0007] Furthermore, in this application, the contact surfaces of the first contact, the second contact, and the third contact are all made of gold-plated copper.

[0008] The brake anti-misoperation system provided in this application has gold-plated copper contact surfaces for the first, second, and third contacts. The gold-plated copper material has low contact resistance (specifically, a thickness of 0.1mm and contact resistance <50mΩ), ensuring stable current transmission and preventing signal attenuation due to excessive contact resistance, such as inaccurate transmission of pressure sensor signals. The gold plating also provides excellent oxidation and corrosion resistance (salt spray test >500 hours), maintaining good conductivity even after long-term use, effectively extending the contact lifespan. The copper material serves as the base structure, balancing conductivity (58MS / m) and cost, avoiding the excessive cost associated with pure gold. The base refers to the underlying structure. This solves the problems of high contact resistance (signal transmission distortion), easy oxidation and corrosion (failure after short-term use), and high cost (pure precious metal material) in existing devices, achieving a balance between conductivity, durability, and economy.

[0009] Furthermore, in this application, the base material of the first contact, the second contact, and the third contact is a nickel-titanium shape memory alloy, and copper-constantan bimetallic compensation rings are bonded between the first contact and the second contact, and between the second contact and the third contact.

[0010] The brake misapplication prevention system provided in this application uses a nickel-titanium shape memory alloy as the base material for the first, second, and third contacts. Copper-constantan bimetallic compensation rings are bonded between the first and second contacts, and between the second and third contacts. The nickel-titanium shape memory alloy (phase transition temperature -25~65℃) possesses temperature adaptive characteristics; for example, shrinkage is ≤0.5% at low temperatures (<-15℃) and expansion is ≤0.5% at high temperatures (>55℃), preventing drastic changes in contact size due to temperature. The copper-constantan bimetallic compensation ring has the following characteristics: a thermal expansion coefficient of 16.5×10⁻⁶ / ℃ on the copper side and a thermal expansion coefficient of 1.5×10⁻⁶ / ℃ on the constantan side. The compensation mechanism of the copper-constantan bimetallic compensation ring essentially uses a controllable... The deformation (bending of the copper-constantan bimetallic compensation ring) offsets another unavoidable deformation (temperature contraction or expansion of the nickel-titanium contact). The temperature deformation of the nickel-titanium contact is the source of compensation demand, which determines that a bending amount of 0.1mm is needed to offset it. The difference in the thermal expansion coefficients of copper and constantan is the source of deformation power, ensuring that stable asymmetric bending can be generated when the temperature changes. The bending direction of the copper-constantan bimetallic compensation ring (towards the constantan side at low temperature and towards the copper side at high temperature) and the bending amount (0.1mm) are the key to accurate compensation, causing adjacent contacts to move closer or further away from each other by a corresponding distance, which precisely covers the gap change of the nickel-titanium contact, and finally achieves the accuracy of contact in an environment of -25~65℃, providing a stable structural basis for distinguishing between normal hard acceleration and panic-induced accidental stepping.

[0011] Furthermore, in this application, the conductive spring is embedded with an NTC thermistor, and the NTC thermistor is electrically connected to the control module.

[0012] The brake misoperation prevention system provided in this application has an NTC thermistor embedded in the conductive spring. The NTC thermistor is electrically connected to the control module and can collect the temperature of the contact area in real time. The data is transmitted to the control module to provide data for temperature compensation (such as controlling the bending of the bimetallic strip at low temperatures and adjusting the preload of the first spring at high temperatures). The thermistor is embedded in the center of the conductive spring, close to the contact surface, thereby reducing temperature measurement error and ensuring accurate temperature data. This solves the problems of existing devices lacking temperature monitoring (resulting in structural deviations due to the inability to actively adjust the temperature) and inaccurate temperature measurement (causing compensation lag due to the temperature sensor being far from the contact area). It provides data support for environmental adaptive compensation and ensures the accuracy of misoperation judgment.

[0013] Furthermore, in this application, the contact surfaces of the first contact, the second contact, and the third contact are all provided with a nano-ceramic liquid storage layer, and the nano-ceramic liquid storage layer has multiple liquid storage holes, each of which is filled with conductive lubricating grease.

[0014] Furthermore, in this application, a polyimide film is filled between the first contact and the second contact, and a polyimide film is filled between the second contact and the third contact.

[0015] Furthermore, in this application, the first contact, the second contact, and the third contact are all connected to the first arc-shaped plate by an elastic buffer pad.

[0016] Furthermore, in this application, the contact surface of the conductive spring is provided with a plurality of elastic protrusions, the plurality of elastic protrusions are arranged in an array, and the top of each elastic protrusion is a spherical structure.

[0017] Furthermore, in this application, a resistive wear sensor is provided at the base of the first contact, and the resistive wear sensor is electrically connected to the control module.

[0018] Furthermore, in this application, a laser displacement sensor is embedded in the side wall of each screw, the detection surface of the laser displacement sensor is arranged facing the first contact, and the laser displacement sensor is electrically connected to the control module.

[0019] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing embodiments of this application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description and the accompanying drawings.

[0020] Beneficial effects: Through a multi-layered structural design of three-level pressure sensors and graded contacts, it achieves graded triggering for warning, start-up, and emergency situations, accurately distinguishing between normal hard acceleration and panic-induced accidental pressing, avoiding misjudgments caused by a single pressure threshold; the arc-shaped plate structure adapts to the shape of the foot and pedal, the anti-slip rubber layer prevents foot slippage, and the insulated arc-shaped plate prevents short circuits, balancing comfort and safety; the combined structure of the screw, positioning groove, and first spring limits the lateral displacement of the arc-shaped plate and provides elastic buffering, ensuring precise contact of the contacts, laying the foundation for stable data acquisition and rapid response; the control module is directly linked to the brake pedal, activating braking only in case of accidental pressing, without interfering with normal throttle operation, balancing protection and driving smoothness, solving the problems of delayed response due to excessively high thresholds and driving interference due to excessively low thresholds, thus accurately distinguishing between normal hard acceleration and panic-induced accidental pressing, ensuring smooth normal driving and rapid braking in case of emergency accidental pressing. Attached Figure Description

[0021] Figure 1 This application provides a schematic diagram of the structure of a brake anti-accidental pedaling system; Figure 2 For this application Figure 1 Enlarged view of section A in the image; Figure 3 For this application Figure 1 Enlarged view of section B in the image; Figure 4 A schematic diagram of the structure of the first arc-shaped plate of a brake anti-accidental pedaling system provided in this application; Figure 5 For this application Figure 4 Enlarged view of section C in the image; Figure 6 This application provides a schematic diagram of the structure of the second arc-shaped plate of a brake anti-accidental pedaling system; Figure 7 One of the exploded views of a brake anti-accidental pedaling system provided in this application; Figure 8 The second exploded view of a brake anti-accidental pedaling system provided in this application.

[0022] In the diagram: 1. First arc-shaped plate; 2. Second arc-shaped plate; 3. Screw; 4. First positioning groove; 5. First spring; 6. Conductive spring; 7. Warning-level pressure sensor; 8. Start-up-level pressure sensor; 9. Emergency-level pressure sensor; 10. First contact; 11. Second contact; 12. Third contact; 13. Copper-constantan bimetallic compensation ring; 14. NTC thermistor; 15. Nano-ceramic liquid reservoir; 16. Liquid reservoir hole; 17. Polyimide film; 18. Elastic buffer pad; 19. Elastic protrusion; 20. Resistive wear sensor; 21. Laser displacement sensor; 22. Control module; 23. Stepper motor; 24. Gear set. Detailed Implementation

[0023] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments. The components of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0024] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0025] Please refer to Figures 1 to 8As shown, this application provides a brake anti-misoperation system, including a trigger module and a control module 22. The trigger module includes a first arc-shaped plate 1 and a second arc-shaped plate 2 arranged sequentially from top to bottom. The first arc-shaped plate 1 is made of conductive material and has an anti-slip rubber layer on its surface. The second arc-shaped plate 2 is made of insulating material. Four screws 3 are evenly arranged at the bottom of the first arc-shaped plate 1, and four first positioning grooves 4 are correspondingly provided on the second arc-shaped plate 2. A first spring 5 is fitted on each screw 3. The two ends of the first spring 5 are respectively connected to the first arc-shaped plate 1 and the second arc-shaped plate 2. The natural length of the first spring 5 is greater than the length of the screw 3. Each screw 3 is adapted to the corresponding first positioning groove 4. The first positioning groove 4 is deeper than the length of the screw 3. The top of the second arc plate 2 is provided with a conductive spring 6, and the conductive spring 6 is sequentially embedded with a warning pressure sensor 7, a start-up pressure sensor 8, and an emergency pressure sensor 9. The bottom of the first arc plate 1 is provided with a first contact 10, a second contact 11, and a third contact 12 that are conductive and correspond to the positions of the conductive spring 6 in a concentric circular elastic telescopic manner. The diameters of the first contact 10, the second contact 11, and the third contact 12 increase sequentially, and their thicknesses decrease sequentially. The first contact 10, the second contact 11, the third contact 12, and the conductive spring 6 are all electrically connected to the control module 22, and the control module 22 is connected to the brake pedal.

[0026] Specifically, with the increase in the number of cars, accidental acceleration while braking has become one of the major causes of traffic accidents. However, existing brake mis-application prevention devices mostly rely on a single pressure threshold to trigger braking, failing to distinguish between normal hard acceleration and panic-induced accidental braking. Some systems set the pressure threshold too high to avoid accidental triggering, resulting in a delayed response during emergency accidental braking; others set the pressure threshold too low, making it easy to accidentally activate braking during normal acceleration (such as hard acceleration when overtaking or climbing a hill), interfering with normal driving. To solve the above problems, the brake mis-application prevention system provided in this application includes a trigger module and a control module 22. The trigger module is used for sensing operations, and the control module 22 is used for decision execution. Based on this, a complete closed loop of data acquisition, logical judgment, and braking control is formed, ensuring that each module has a clear division of labor and efficient collaboration. The trigger module includes a first arc-shaped plate 1 and a second arc-shaped plate 2 arranged sequentially from top to bottom. The first arc-shaped plate 1 is made of conductive material, and its surface is provided with an anti-slip rubber layer. The second arc-shaped plate 2 is made of insulating material. Both the first arc-shaped plate 1 and the second arc-shaped plate 2 have an arc-shaped structure. The curved structure of the accelerator pedal and the shape of the driver's foot are better adapted to improve pedaling comfort and avoid foot misalignment or inconvenience caused by a flat structure. The conductive material properties of the first arc plate 1 provide a conductive basis for the graded contacts. The anti-slip rubber layer is used to increase the friction of the sole of the foot and prevent accidental contact caused by foot slippage during pedaling. The surface of the anti-slip rubber layer can be set with a diamond pattern. The insulating material properties of the second arc plate 2 are used to prevent short circuits between the conductive spring 6 and the metal part of the pedal, ensuring circuit safety. The material of the second arc plate 2 can be specifically set as epoxy resin, which has excellent insulating properties. Insulation effect; Four screws 3 are evenly arranged at the bottom of the first arc plate 1, and four first positioning grooves 4 are correspondingly opened on the second arc plate 2. Each screw 3 is fitted with a first spring 5. The two ends of the first spring 5 are connected to the first arc plate 1 and the second arc plate 2 respectively. The natural length of the first spring 5 is greater than the length of the screw 3. Each screw 3 is adapted to and engaged with the corresponding first positioning groove 4. The depth of the first positioning groove 4 is greater than the length of the screw 3. The four screws 3 are arranged in a rectangular pattern to cooperate with the corresponding engagement of the first positioning groove 4. For example, the screw 3 can be partially inserted into the first positioning groove 4. The rod 3 and the first spring 5 work together to restrict the first arc plate 1 to slide only along the axial direction of the screw 3, avoiding contact misalignment caused by lateral displacement. The natural length of the first spring 5 is greater than the length of the screw 3, so that the first spring 5 forms an elastic support. When not stepped on, it maintains the natural gap between the first arc plate 1 and the second arc plate 2. When stepped on, it is compressed with pressure, realizing the linear correlation between pressure and displacement. The depth of the first positioning groove 4 is greater than the length of the screw 3, which ensures that the first arc plate 1 has sufficient travel space, providing a basis for accurately distinguishing the difference between normal hard acceleration and panic-induced accidental stepping.The top of the second arc-shaped plate 2 is provided with a conductive spring 6, in which a warning-level pressure sensor 7, a start-up-level pressure sensor 8, and an emergency-level pressure sensor 9 are sequentially embedded. The conductive spring 6 provides a conductive path for the pressure sensors. Specifically, it can be made of beryllium copper with a graphene coating on the surface. This structure has excellent elasticity and effectively buffers the impact of being stepped on. The three-level pressure sensors realize graded detection (the threshold of the warning-level pressure sensor 7 can be set to 80N (i.e., 80kg·m / s²), the threshold of the start-up-level pressure sensor 8 can be set to 100N, and the threshold of the emergency-level pressure sensor 9 can be set to 120N), avoiding misjudgment caused by a single pressure threshold (such as 80N warning, 100N start-up braking, and 120N emergency boost).The bottom of the first arc-shaped plate 1 is concentrically and elastically arranged with conductive first contacts 10, second contacts 11, and third contacts 12 corresponding to the positions of the conductive spring 6. Each of the first contacts 10, 11, and 12 can be connected to the first arc-shaped plate 1 via an elastic element, such as a spring. The two ends of the elastic element are connected to the bottom of the first arc-shaped plate 1 and the contacts, respectively, allowing the contacts to retract or move away from the conductive spring 6. The diameters of the first contacts 10, 11, and 12 increase sequentially, while their thicknesses decrease sequentially. Here, thickness refers to the axial diameter of the contact. (i.e., the direction of movement) length, the concentric circle layout ensures precise alignment of the contacts with the conductive spring 6, the diameters increase sequentially (e.g., the diameter of the first contact 10 is 5mm, the diameter of the second contact 11 is 11mm, and the diameter of the third contact 12 is 19mm), and the thickness decreases sequentially (e.g., the thickness of the first contact 10 is 0.5mm, the thickness of the second contact 11 is 0.4mm, and the thickness of the third contact 12 is 0.3mm), so that when stepped on, the contacts make contact in order of increasing pressure (e.g., 80N of pressure makes the first contact 10 contact the conductive spring 6, 100N of pressure makes the second contact 11 contact the conductive spring 6, and 120N of pressure makes the third contact 12 contact the conductive spring 6). The pressure causes the third contact 12 to contact the conductive spring 6, realizing a graded association between different pressures and contact points. The conductivity of the contact points ensures that the pressure sensor signal is transmitted through the control module 22, forming a logic control chain of pressure triggering, circuit conduction, and braking initiation. The graded contacts achieve precise matching between pressure levels and braking intensity. The first contact 10, second contact 11, third contact 12, and conductive spring 6 are all electrically connected to the control module 22, which is connected to the brake pedal. This electrical connection ensures that pressure signals and contact signals are transmitted to the control module 22 in real time. The control module 22 communicates via CAN... The bus communicates with the brake pedal actuator to achieve rapid response to judgment results and braking actions. The control module 22 is connected to the brake pedal, rather than directly controlling the accelerator, avoiding interference with normal accelerator operation. Braking is only achieved through the brake pedal in case of accidental pressing, ensuring driving safety. This solves the problems of signal transmission delay (slow braking response) and interference with normal accelerator control (affecting normal acceleration operation) in existing devices. Through electrical connection and control logic optimization, it balances protection and driving smoothness, accurately distinguishing between normal hard acceleration and panic-induced accidental pressing, ensuring smooth normal driving and rapid braking in case of emergency accidental pressing. The "contact" refers to one or more of the first contact 10, the second contact 11, and the third contact 12.

[0027] More specifically, in practical applications, the second arc-shaped plate 2 is adapted and connected to the accelerator pedal of the car, that is, the second arc-shaped plate 2 is installed on the upper surface of the accelerator pedal; during actual driving, when the pedal pressure reaches 80N, the first arc-shaped plate 1 moves downward under the compression of the first spring 5, and the first contact 10 has the largest thickness. Under the same pressure, it will first contact the conductive spring 6. That is, at this time, the first contact 10 will contact the conductive spring 6 first. After the first contact 10 contacts the conductive spring 6, the pedal pressure is transmitted through the first contact 10 to the warning-level pressure sensor 7 below. The warning-level pressure sensor 7 detects that the pressure has reached the 80N threshold and transmits the signal to the control module 22. The control module 22 can issue a warning signal to remind the driver to avoid misoperation. At this time, the second contact 11 and the third contact 12, because of their larger diameter and smaller thickness, do not contact the conductive spring 6, and the starting-level pressure sensor 8 and the emergency-level pressure sensor 9 have no effective signal output. When the pedal pressure increases to 100N, the first spring 5 is further compressed, and the first arc plate 1 descends to contact the second contact 11 with the conductive spring 6. At this time, the first contact 10 continues to contact the conductive spring 6, and the pressure still acts on the warning-level pressure sensor 7, forming a state where both the first contact 10 and the second contact 11 are in contact with the conductive spring 6. After the second contact 11 contacts the conductive spring 6, the pressure is transmitted to the activation-level pressure sensor 8. The activation-level pressure sensor 8 detects the 100N threshold, and the activation-level pressure sensor 8 and the warning-level pressure sensor 7 together send their respective signals. The signal is transmitted to the control module 22, which cuts off the power and simultaneously controls the brake pedal to apply the brakes. When the pressure is between 10 and 120 N, the control module 22 can send a fuel cut-off or power cut-off signal to the vehicle ECU via the CAN bus (fuel vehicles stop fuel supply, electric vehicles cut off the high-voltage circuit) to prevent the vehicle speed from continuing to increase due to accidental pressing of the accelerator. The control module 22 activates the brake pedal actuator through the relay, controlling the brake motor to pull the brake pedal via the pull rope. At this time, the third contact 12 is still not in contact with the conductive spring 6, and the emergency pressure sensor 9 has no signal. When the pedal pressure reaches 120N, the first spring 5 is compressed, and the first arc plate 1 descends to the third contact 12 and contacts the conductive spring 6, forming a state where the first contact 10, the second contact 11, and the third contact 12 are all in contact with the conductive spring 6. After the third contact 12 contacts the conductive spring 6, the pressure is transmitted to the emergency-level pressure sensor 9. The emergency-level pressure sensor 9 detects the 120N threshold. The emergency-level pressure sensor 9, the start-up-level pressure sensor 8, and the warning-level pressure sensor 7 together transmit their respective signals to the control module 22. The control module 22 can additionally activate the brake booster pump, and through the coordinated control of the ECU, increase the braking force and shorten the braking distance. At this time, all contacts and sensors are in an active state, providing the control module 22 with the highest priority trigger signal, thereby accurately distinguishing the difference between normal hard acceleration and panic-induced pedaling, ensuring smooth normal driving and rapid braking in case of emergency pedaling.

[0028] In some preferred embodiments, the contact surfaces of the first contact 10, the second contact 11, and the third contact 12 are all made of gold-plated copper.

[0029] Specifically, the contact surfaces of the first contact 10, the second contact 11, and the third contact 12 are all made of gold-plated copper. The gold-plated copper material has a low contact resistance (specifically, it can be set to a thickness of 0.1mm and a contact resistance of <50mΩ), ensuring stable current transmission and avoiding signal attenuation caused by excessive contact resistance, such as the inaccurate transmission of pressure sensor signals. The gold-plated structure has good anti-oxidation and corrosion resistance (salt spray test >500 hours), and maintains good conductivity after long-term use, effectively extending the service life of the contacts. The copper material serves as the base structure, balancing conductivity (conductivity 58MS / m) and cost, avoiding the excessive cost caused by pure gold materials. The base refers to the basic structure at the bottom. This solves the problems of high contact resistance (signal transmission distortion), easy oxidation and corrosion (failure after short-term use), and excessive cost (pure precious metal material) of existing devices, balancing conductivity, durability, and economy.

[0030] In some preferred embodiments, the base material of the first contact 10, the second contact 11, and the third contact 12 is a nickel-titanium shape memory alloy, and a copper-constantan bimetallic compensation ring 13 is bonded between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12.

[0031] Specifically, the base material of the first contact 10, the second contact 11, and the third contact 12 is a nickel-titanium shape memory alloy. That is, the nickel-titanium shape memory alloy serves as the body part of each of the first contact 10, the second contact 11, and the third contact 12, and moves synchronously with the corresponding first contact 10, the second contact 11, and the third contact 12. Synchronous movement means that the newly constructed structure moves closer to or away from the conductive spring 6 elastically, following the corresponding first contact 10, the second contact 11, and the third contact 12. The first contact 10 and the second contact 11... Copper-constantan bimetallic compensation rings 13 are bonded between the first contact 11 and the second contact 12, and between the second contact 11 and the third contact 12. The nickel-titanium shape memory alloy (phase transformation temperature is -25~65℃) has temperature adaptive characteristics. For example, the shrinkage is ≤0.5% at low temperature (<-15℃) and the expansion is ≤0.5% at high temperature (>55℃), avoiding contact size changes caused by temperature. The copper-constantan bimetallic compensation ring 13 has the following characteristics: the thermal expansion coefficient of the copper side is 16.5×10-6 / ℃, and the thermal expansion coefficient of the constantan side is 1.5×10-6 / ℃. The copper-constantan bimetallic strip compensation ring 13 between the first contact 10 and the second contact 11 is flush with the second contact 11. The copper-constantan bimetallic strip compensation ring 13 between the first contact 10 and the second contact 11 is bonded to the outer wall of the second contact 11 and moves synchronously with the second contact 11. The copper-constantan bimetallic strip compensation ring 13 between the second contact 11 and the third contact 12 is flush with the third contact 12. The copper-constantan bimetallic strip compensation ring 13 between the second contact 11 and the third contact 12 is bonded to the outer wall of the third contact 12 and moves synchronously with the third contact 12.

[0032] More specifically, the nickel-titanium shape memory alloy substrate shrinks at low temperatures (e.g., -25°C) by ≤0.5%. For example, if the diameter of the first contact 10 is 5mm, its diameter will decrease by about 0.025mm after shrinkage, and the overall thickness of the contact (0.5mm) will shrink by about 0.0025mm. This shrinkage will increase the initial assembly gap between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12. If not compensated, when the stepping pressure reaches the threshold, the contact needs to travel an additional distance to contact the conductive spring 6, causing a trigger delay (e.g., if the original 80N pressure trigger requires 85N to trigger due to the increased gap), affecting the accuracy of misstep detection. Therefore, at low temperatures, both the copper and constantan layers of the copper-constantan bimetallic compensation ring 13 shrink due to the decrease in temperature. However, because copper has a higher coefficient of thermal expansion, its shrinkage rate is also higher, resulting in a greater shrinkage on the copper side than on the constantan side. For example, if the temperature drops by 40°C, the shrinkage on the copper side = 16.5 × 10⁻⁶ / °C × 40°C × ring length L, and the shrinkage on the constantan side = 1.5 × 10⁻⁶ / °C × 40°C × ring length L (the shrinkage on the copper side is 11 times that on the constantan side). The smaller shrinkage of the constantan layer restricts the shrinkage of the copper layer, forcing the copper-constantan bimetallic compensation ring 13 to bend towards the constantan side as a whole. The bending amount is exactly 0.1 mm (the pre-designed compensation amount). This bending will cause adjacent contacts to move closer to each other by 0.1 mm, which precisely fills the gap increase (approximately 0.025~0.05 mm) caused by the shrinkage of the nickel-titanium contacts, keeping the contacts at the initial design gap and ensuring that they make contact with the threshold accuracy when stepped on, avoiding trigger delay. Among them, nickel-titanium contacts refer to one or more of the first contact 10, the second contact 11, and the third contact 12, whose substrate is made of nickel-titanium shape memory alloy.

[0033] The nickel-titanium shape memory alloy substrate expands at high temperatures (e.g., 65°C), with an expansion amount ≤0.5%. For example, if the diameter of the first contact 10 is 5mm, after expansion, the diameter increases by approximately 0.025mm, and the thickness (0.5mm) increases by approximately 0.025mm. This expansion can cause the insulation gap between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12, to be compressed, and even lead to direct contact between adjacent contacts (e.g., the original insulation gap of 0.1mm shrinks to 0.05mm after expansion, and if there is vibration or pressure fluctuation, adjacent contacts are likely to touch), causing a short circuit (e.g., a short circuit between the second contact 11 and the third contact 12 causes the emergency pressure sensor 9 to be falsely triggered), interfering with normal driving or causing misjudgment and panic. Therefore, at high temperatures, both the copper and constantan layers of the copper-constantan bimetallic compensation ring 13 expand due to the increased temperature. Because copper has a higher coefficient of thermal expansion, the expansion on the copper side is greater than that on the constantan side. For example, if the temperature increases by 40°C, the expansion on the copper side is 16.5 × 10⁻⁶ / °C × 40°C × ring length L, and the expansion on the constantan side is 1.5 × 10⁻⁶ / °C × 40°C × ring length L. The expansion on the copper side is 11 times that on the constantan side. The smaller expansion of the constantan layer restricts the expansion of the copper layer, forcing the copper-constantan bimetallic compensation ring 13 to bend towards the copper side. The bending amount is still 0.1 mm. This bending will cause adjacent contacts to move away from each other by 0.1 mm, which exactly offsets the gap reduction (about 0.025~0.5 mm) caused by the expansion of the nickel-titanium contacts. This keeps the contacts in a safe insulating gap, avoids short circuits between adjacent contacts, and ensures that the sensor is accurately triggered according to the pressure level.

[0034] In summary, the compensation mechanism of the copper-constantan bimetallic compensation ring 13 essentially uses a controllable deformation (bending of the copper-constantan bimetallic compensation ring 13) to offset another unavoidable deformation (temperature contraction or expansion of the nickel-titanium contact). The temperature deformation of the nickel-titanium contact is the source of compensation demand, which determines the need for a bending amount of 0.1 mm to offset it. The difference in the thermal expansion coefficients of copper and constantan is the source of deformation power, ensuring that stable asymmetric bending can be generated when the temperature changes. The bending direction of the copper-constantan bimetallic compensation ring 13 (towards the constantan side at low temperatures and towards the copper side at high temperatures) and the bending amount (0.1 mm) are the key to accurate compensation, causing adjacent contacts to move closer or further away from each other by a corresponding distance, which precisely covers the gap change of the nickel-titanium contact, ultimately achieving accurate contact of the contacts in an environment of -25~65℃, providing a stable structural basis for distinguishing between normal high-speed acceleration and panic-induced accidental stepping.

[0035] In some preferred embodiments, the conductive spring 6 is embedded with an NTC thermistor 14, which is electrically connected to the control module 22.

[0036] Specifically, the conductive spring 6 is embedded with an NTC thermistor 14, which is electrically connected to the control module 22. The NTC thermistor 14 can collect the temperature of the contact area in real time and transmit the data to the control module 22 to provide data basis for temperature compensation (such as controlling the bending of the copper-constantan bimetallic compensation ring 13 at low temperatures and adjusting the preload of the first spring 5 at high temperatures). The thermistor is embedded in the center of the conductive spring 6, close to the contact surface, thereby reducing temperature measurement error and ensuring accurate temperature data. This solves the problems of existing devices lacking temperature monitoring (structural deviation caused by the inability to actively adjust the temperature) and inaccurate temperature measurement (compensation lag caused by the temperature sensor being far from the contact area), providing data support for environmental adaptive compensation and ensuring the accuracy of mis-touch judgment.

[0037] More specifically, controlling bimetallic bending at low temperatures means that when the NTC thermistor 14 detects that the temperature of the contact area has dropped to -15℃ (such as after parking outdoors in northern winter), its resistance value rises to approximately 80kΩ. The control module 22 converts the resistance signal into temperature data (calculated to be -15℃) through the AD sampling circuit. After comparing it with a preset threshold, it determines that "bending compensation of the copper-constantan bimetallic compensation ring 13 needs to be activated" and sends a compensation command to the "copper-constantan bimetallic compensation ring 13 auxiliary drive unit". As the temperature of the contact area drops to -15℃, the copper-constantan bimetallic compensation ring 13 spontaneously generates non-reactive... The shrinkage is called contraction. The constantan side, which has a smaller shrinkage, restricts the shrinkage of the copper side, forcing the copper-constantan bimetallic strip compensation ring 13 to bend towards the constantan side as a whole. The bending amount is exactly at the preset value (e.g., 0.1mm). The copper-constantan bimetallic strip compensation ring 13 is embedded between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12. Its bending towards the constantan side will drive the adjacent contacts to move closer to each other through the physical connection structure, which will fill the gap caused by the shrinkage of the nickel-titanium contact, so that the nickel-titanium contact returns to the initial design gap. This ensures that under 80N pressure, the first contact 10 can accurately contact the conductive spring 6, avoiding trigger delay. Adjusting the preload of the first spring 5 at high temperatures means that when the NTC thermistor 14 detects that the temperature of the contact area has risen to 55°C (such as after being exposed to the sun in a car in summer), its resistance value drops to about 3kΩ. The control module 22 converts the resistance signal into temperature data (55°C), compares it with the threshold, determines that "the preload adjustment of the first spring 5 needs to be initiated", and sends an adjustment command to the "preload adjustment unit of the first spring 5" (which can be composed of a transmission structure of a stepper motor 23 and a gear set 24, with the inner wall of the gear set 24 threadedly connected to the outer wall of the screw 3, and the stepper motor 23 electrically connected to the control module 22); the preload of the first spring 5 is adjusted. After receiving the command from the control module 22, the stepper motor 23 of the force adjustment unit drives the gear set 24 to rotate. The gear set 24 meshes with the threaded structure at the top of the screw 3, driving the screw 3 to move upward along the first positioning groove 4. The upward movement of the screw 3 will generate additional compression on the first spring 5, and the preload of the first spring 5 will increase. This will require the first arc plate 1 to withstand greater pressure to move downward, indirectly prolonging the contact time between the contact and the conductive spring 6. The expansion of the nickel-titanium contact will cause the gap to shrink, so a pressure greater than the original preset pressure is required for the contact to contact the conductive spring 6, avoiding mis-contact judgment caused by premature contact under low pressure.

[0038] In some preferred embodiments, the contact surfaces of the first contact 10, the second contact 11, and the third contact 12 are all provided with a nano-ceramic liquid storage layer 15, and the nano-ceramic liquid storage layer 15 has a plurality of liquid storage holes 16, each of which is filled with conductive grease.

[0039] Specifically, the contact surfaces of the first contact 10, the second contact 11, and the third contact 12 are all provided with a nano-ceramic liquid storage layer 15. The nano-ceramic liquid storage layer 15 has multiple liquid storage holes 16, each filled with conductive grease. The nano-ceramic liquid storage layer 15 (specifically, it can be alumina ceramic, with a thickness of 0.3 mm and a porosity of 30%) possesses high hardness (HV1200) and wear resistance, effectively protecting the gold plating layer on the contact surface. Simultaneously, the liquid storage holes 16 (specifically, they can be 50 μm) provide storage space for the conductive grease, ensuring its conductivity. The grease (specifically, it can be composed of nano-silver with a conductivity of 1.2 × 10⁵ S / m) has the following characteristics: During wear (0.05~1 mm wear of the gold-plated copper layer), the grease seeps out under the pressure of being stepped on, filling the wear gap and maintaining a contact resistance ≤ 30 mΩ. It also provides lubrication, reducing frictional wear between the contact and the conductive spring 6. This solves the problems of rapid contact wear (e.g., failure after 30,000~50,000 steps) and poor contact (signal transmission interruption) after wear in existing devices, significantly extending the contact life while ensuring the accuracy of false contact detection. Specifically, the nano-ceramic reservoir layer 15 coated on the contact surface of the first contact 10 moves synchronously with the first contact 10; the nano-ceramic reservoir layer 15 coated on the contact surface of the second contact 11 moves synchronously with the second contact 11; and the nano-ceramic reservoir layer 15 coated on the contact surface of the third contact 12 moves synchronously with the third contact 12.

[0040] In some preferred embodiments, a polyimide film 17 is filled between the first contact 10 and the second contact 11, and a polyimide film 17 is filled between the second contact 11 and the third contact 12.

[0041] Specifically, a polyimide film 17 is filled between the first contact 10 and the second contact 11, and a polyimide film 17 is filled between the second contact 11 and the third contact 12. The polyimide film 17 (specifically, it can be set to a thickness of 0.1 mm and a temperature resistance of -269~400℃) has excellent insulation properties (breakdown voltage ≥3kV), completely isolating adjacent contacts and avoiding short circuits caused by contact offset or expansion (such as false triggering caused by contact between the second contact 11 and the third contact 12). The polyimide film 17 also has... It possesses excellent flexibility (bending radius ≤ 1mm), which does not affect the normal sliding of the first arc plate 1. At the same time, it is resistant to aging (service life > 10 years) and its insulation performance does not decay after long-term use. This solves the problems of no insulation isolation between contacts in existing devices (such as easy short circuit leading to false triggering) and poor temperature resistance of insulation materials (such as insulation failure at high temperature). It ensures that the graded contacts work independently and avoids circuit interference. This facilitates the accurate differentiation between normal hard acceleration and panic-induced accidental pressing, ensuring smooth normal driving and rapid braking in case of emergency accidental pressing. The polyimide film 17 between the first contact 10 and the second contact 11 is flush with the second contact 11. The polyimide film 17 between the first contact 10 and the second contact 11 is bonded to the outer wall of the second contact 11 and moves synchronously with the second contact 11. The polyimide film 17 between the second contact 11 and the third contact 12 is flush with the third contact 12. The polyimide film 17 between the second contact 11 and the third contact 12 is bonded to the outer wall of the third contact 12 and moves synchronously with the third contact 12.

[0042] In some preferred embodiments, the first contact 10, the second contact 11, and the third contact 12 are all connected to the first arc-shaped plate 1 by an elastic buffer pad 18.

[0043] Specifically, the first contact 10, the second contact 11, and the third contact 12 are all connected to the first arc plate 1 by an elastic buffer pad 18. The elastic buffer pad 18 has elastic deformation capability, which absorbs instantaneous impact force when stepped on, such as the 120N pressure impact when accidentally stepped on in panic, reduces the rigid collision between the contact and the arc plate, and protects the nickel-titanium shape memory alloy of the contact base and the gold-plated copper layer on the surface. The elasticity of the elastic buffer pad 18 makes the contact soft when the contact comes into contact with the conductive spring 6, avoiding the deformation of the conductive spring 6 caused by hard contact. For example, the conductive spring 6 made of beryllium copper material will fail due to fatigue after long-term hard contact. This solves the problems of the existing device's contact without buffer and easy damage (impact causes the base to crack and the gold plating layer to fall off) and the rapid fatigue failure of the conductive spring 6 (hard contact causes deformation), extends the service life of the contact and the conductive spring 6, reduces replacement costs, and ensures the continued performance of the accurate judgment of accidental contact. Among them, the elastic buffer pad 18 can be made of silicone rubber, which takes into account both elasticity and support, as well as having strong environmental resistance, without affecting the conductivity of the contacts, and will not cause short circuits in adjacent components.

[0044] In some preferred embodiments, the contact surface of the conductive spring 6 is provided with a plurality of elastic protrusions 19, which are arranged in an array, and the top of each elastic protrusion 19 is a spherical structure.

[0045] Specifically, the contact surface of the conductive spring 6 is provided with multiple elastic protrusions 19, which are arranged in an array. The top of each elastic protrusion 19 is a spherical structure. The elastic protrusions 19 can be made of beryllium copper, with a height of 0.2 mm, a diameter of 0.5 mm, and an array spacing of 1 mm. When stepped on, they form point-to-surface contact with the contact, which increases the local contact pressure compared to surface contact, generating a pressure concentration effect and ensuring contact resistance temperature. Even if there are slight stains on the contact surface, good conductivity can be guaranteed, ensuring the accuracy of judging false touch. The spherical structure (the radius of curvature can be specifically...) (Set to 0.3mm) to prevent the sharp end of the elastic protrusion 19 from scratching the gold-plated copper layer of the contact, while also serving a guiding function to guide the contact to make accurate contact. The elastic protrusion 19 is elastic, which buffers the impact of stepping and reduces the overall deformation of the conductive spring 6. This solves the problems of poor contact between the spring and the contact in the existing device (surface stains and slight wear lead to increased resistance) and the spring easily scratching the contact (sharp contact end damages the conductive surface). It improves contact stability and component durability, and helps to accurately distinguish the difference between normal hard acceleration and panic-induced accidental stepping, ensuring smooth normal driving and rapid braking in case of emergency accidental stepping.

[0046] In some preferred embodiments, a resistive wear sensor 20 is provided at the base of the first contact 10, and the resistive wear sensor 20 is electrically connected to the control module 22.

[0047] Specifically, a resistive wear sensor 20 is provided at the base of the first contact 10. The resistive wear sensor 20 is electrically connected to the control module 22. The resistive wear sensor 20 can monitor the wear amount of the first contact 10 in real time, that is, the total wear amount of the gold-plated copper layer and the base nickel-titanium shape memory alloy. It records the linear change data of the output resistance with the wear amount, such as the resistance change of 50Ω when the wear is 0.1mm. The resistive wear sensor 20 transmits the wear data to the control module 22. When the wear amount is >0.1mm, the control module 22 sends a maintenance reminder to the vehicle central control (such as a pop-up window on the instrument panel). At the same time, it controls the increase of the amount of conductive grease seepage in the nano-ceramic reservoir layer 15 to extend its service life. At the same time, it continuously ensures the accuracy of judging false touch. This solves the problems of no wear monitoring in the existing device (inability to predict the maintenance time, sudden failure leading to safety hazards) and untimely maintenance (continued use when wear exceeds the limit, resulting in braking delay). It realizes the visualization of wear status and active reminders, improves system reliability, and ensures the accurate performance of judging false touch operation throughout the process.

[0048] In some preferred embodiments, a laser displacement sensor 21 is embedded in the side wall of each screw 3. The detection surface of the laser displacement sensor 21 is set facing the first contact 10, and the laser displacement sensor 21 is electrically connected to the control module 22.

[0049] Specifically, each screw 3 has a laser displacement sensor 21 embedded in its sidewall. The detection surface of the laser displacement sensor 21 faces the first contact 10. The laser displacement sensor 21 is electrically connected to the control module 22. The laser displacement sensor 21 collects the downward displacement of the first arc plate 1 in real time, and converts it into instantaneous pedaling speed and speed change rate through the algorithm of the control module 22. The four sensors can be divided into two groups: primary and redundant. That is, the two sensors on the same diagonal are primary, and the other two are redundant. When the data deviation is >0.005mm, the control module 22 automatically switches the redundant sensors to ensure the displacement data is accurate. According to the precise data, this enables accurate collaborative judgment of speed and pressure data (e.g., pressure of 100N but speed ≤5mm / s is normal acceleration, speed ≥15mm / s is panic-induced accidental braking), significantly reducing the misjudgment rate. This solves the problems of existing devices relying solely on pressure judgment, resulting in a high misjudgment rate (unable to distinguish between normal high-speed acceleration and panic-induced accidental braking) and inaccurate displacement data (single sensor failure leads to failure judgment). This allows for accurate recognition of the operating intent, and thus accurately distinguishes between normal high-speed acceleration and panic-induced accidental braking, ensuring smooth normal driving and rapid braking in case of emergency accidental braking.

[0050] Through the above technical solutions, the brake anti-misoperation system provided in this application includes a trigger module and a control module 22. The trigger module is used for sensing operation, and the control module 22 is used for decision execution. Based on this, a complete closed loop of data acquisition, logical judgment, and braking control is formed, ensuring that each module has a clear division of labor and works together efficiently. The trigger module includes a first arc-shaped plate 1 and a second arc-shaped plate 2 arranged sequentially from top to bottom. The first arc-shaped plate 1 is made of conductive material, and its surface is provided with an anti-slip rubber layer. The second arc-shaped plate 2 is made of insulating material. Both the first arc-shaped plate 1 and the second arc-shaped plate 2 are arc-shaped structures, which are more compatible with the curved structure of the accelerator pedal and the shape of the driver's foot, improving pedaling comfort and avoiding foot misalignment caused by flat structures. The first arc plate 1, with its conductive material properties, provides a conductive basis for the graded contacts. The anti-slip rubber layer increases foot friction to prevent accidental contact due to slippage during pedaling. The surface of the anti-slip rubber layer can be designed with a diamond-shaped pattern. The second arc plate 2, with its insulating material properties, prevents short circuits between the conductive spring 6 and the metal part of the pedal, ensuring circuit safety. The material of the second arc plate 2 can be epoxy resin, which has excellent insulation properties. Four screws 3 are evenly distributed at the bottom of the first arc plate 1, and four first positioning grooves 4 are correspondingly provided on the second arc plate 2. Each screw 3 is fitted with a first spring 5, with both ends of the first spring 5 connected to the first arc plate 1 and the second arc plate 2 respectively. The self-... However, the length of the screw 3 is greater than the length of the screw 3. Each screw 3 is fitted and engaged with the corresponding first positioning groove 4. The depth of the first positioning groove 4 is greater than the length of the screw 3. The four screws 3 are arranged in a rectangular pattern. With the corresponding engagement of the first positioning groove 4, the first arc plate 1 is restricted to sliding only along the axial direction of the screw 3, avoiding contact misalignment caused by lateral displacement. The natural length of the first spring 5 is greater than the length of the screw 3, so that the first spring 5 forms an elastic support. When not stepped on, it maintains the natural gap between the first arc plate 1 and the second arc plate 2. When stepped on, it compresses with pressure, realizing a linear correlation between pressure and displacement. The depth of the first positioning groove 4 is greater than the length of the screw 3, which ensures that the first arc plate 1 has sufficient travel space to accurately distinguish normal high pressure. The difference between rapid and panic-induced accidental stamping provides a basis for differentiation; the top of the second arc-shaped plate 2 is equipped with a conductive spring 6, which is sequentially embedded with a warning-level pressure sensor 7, a start-up-level pressure sensor 8, and an emergency-level pressure sensor 9. The conductive spring 6 provides a conductive path for the pressure sensors, and can be made of beryllium copper with a graphene coating on the surface. This structure has excellent elasticity and effectively buffers the impact of stamping. The three-level pressure sensors achieve graded detection (the threshold of the warning-level pressure sensor 7 can be set to 80N, the threshold of the start-up-level pressure sensor 8 can be set to 100N, and the threshold of the emergency-level pressure sensor 9 can be set to 120N), avoiding misjudgments caused by a single pressure threshold (such as 80N warning, 100N start-up braking, and 120N emergency boost).The bottom of the first arc-shaped plate 1 is arranged in concentric circles with conductive first contacts 10, second contacts 11, and third contacts 12, corresponding to the positions of the conductive springs 6. The diameters of the first contacts 10, 11, and 12 increase sequentially, while their thicknesses decrease sequentially. The concentric circle layout ensures precise alignment between the contacts and the conductive springs 6. The diameters increase sequentially (e.g., the diameter of the first contact 10 is 5mm, the second contact 11 is 11mm, and the third contact 12 is 19mm), while the thicknesses decrease sequentially (e.g., the thickness of the first contact 10 is 0.5mm). The thickness of the second contact 11 is 0.4 mm, and the thickness of the third contact 12 is 0.3 mm. This ensures that when stepped on, the contact contacts are in ascending order of pressure (e.g., 80 N pressure causes the first contact 10 to contact the conductive spring 6, 100 N pressure causes the second contact 11 to contact the conductive spring 6, and 120 N pressure causes the third contact 12 to contact the conductive spring 6). This achieves a hierarchical association between different pressures and contact points. The conductivity of the contacts ensures that the pressure sensor signal is transmitted through the control module 22, forming a logic for pressure triggering, circuit connection, and braking activation. This design addresses the problems of existing devices where a single contact cannot distinguish pressure levels and the contact sequence is chaotic (e.g., high-pressure line contact leads to braking lag). By using graded contacts, precise matching of pressure levels and braking intensity is achieved. The first contact 10, second contact 11, third contact 12, and conductive spring 6 are all electrically connected to the control module 22, which is connected to the brake pedal. This electrical connection ensures real-time transmission of pressure and contact signals to the control module 22. The control module 22 communicates with the brake pedal actuator via a CAN bus, enabling rapid response to judgment results and braking actions. The control module 22 is connected to the brake pedal, rather than directly controlling the accelerator, avoiding interference with normal accelerator operation. Braking is only achieved through the brake pedal in cases of accidental pressing, ensuring driving safety. This design solves the problems of signal transmission delay (slow braking response) and interference with normal accelerator control (affecting normal acceleration) in existing devices. Through optimized electrical connections and control logic, a balance is struck between protection and driving smoothness, precisely distinguishing between normal high-intensity acceleration and panic-induced accidental pressing, ensuring smooth normal driving and rapid braking in case of emergency accidental pressing.More specifically, when the pedal pressure reaches 80N, the first arc plate 1 moves downward under the compression of the first spring 5. The first contact 10 has the largest thickness and will first contact the conductive spring 6 under the same pressure. That is, the first contact 10 will contact the conductive spring 6 first. After the first contact 10 contacts the conductive spring 6, the pedal pressure is transmitted through the first contact 10 to the warning-level pressure sensor 7 below. The warning-level pressure sensor 7 detects that the pressure has reached the 80N threshold and transmits the signal to the control module 22. The control module 22 can issue a warning signal to remind the driver to avoid misoperation. At this time, the second contact 11 and the third contact 12, because of their larger diameter and smaller thickness, do not contact the conductive spring 6. The start-level pressure sensor 8 and the emergency-level pressure sensor 9 have no effective signal output. When the pedal pressure increases to 100N, the first spring 5 is further compressed, and the first arc plate 1 descends to contact the second contact 11 with the conductive spring 6. At this time, the first contact 10 continues to contact the conductive spring 6, and the pressure still acts on the warning-level pressure sensor 7, forming a state where both the first contact 10 and the second contact 11 are in contact with the conductive spring 6. After the second contact 11 contacts the conductive spring 6, the pressure is transmitted to the activation-level pressure sensor 8. The activation-level pressure sensor 8 detects the 100N threshold, and the activation-level pressure sensor 8 and the warning-level pressure sensor 7 together send their respective signals. The signal is transmitted to the control module 22, which cuts off the power and simultaneously controls the brake pedal to apply the brakes. When the pressure is between 10 and 120 N, the control module 22 can send a fuel cut-off or power cut-off signal to the vehicle ECU via the CAN bus (fuel vehicles stop fuel supply, electric vehicles cut off the high-voltage circuit) to prevent the vehicle speed from continuing to increase due to accidental pressing of the accelerator. The control module 22 activates the brake pedal actuator through the relay, controlling the brake motor to pull the brake pedal via the pull rope. At this time, the third contact 12 is still not in contact with the conductive spring 6, and the emergency pressure sensor 9 has no signal. When the pedal pressure reaches 120N, the first spring 5 is compressed, and the first arc plate 1 descends to the third contact 12 and contacts the conductive spring 6, forming a state where the first contact 10, the second contact 11, and the third contact 12 are all in contact with the conductive spring 6. After the third contact 12 contacts the conductive spring 6, the pressure is transmitted to the emergency pressure sensor 9. The emergency pressure sensor 9 detects the 120N threshold. The emergency pressure sensor 9, the start-up pressure sensor 8, and the warning pressure sensor 7 together transmit their respective signals to the control module 22. The control module 22 can additionally activate the brake booster pump and, through coordinated control by the ECU, increase the braking force and shorten the braking distance. At this time, all contacts and sensors are in an active state, providing the control module 22 with the highest priority trigger signal, thereby accurately distinguishing the difference between normal hard acceleration and panic-induced pedaling, ensuring smooth normal driving and rapid braking in case of emergency pedaling.The contact surfaces of the first contact 10, the second contact 11, and the third contact 12 are all made of gold-plated copper. Gold-plated copper has low contact resistance (specifically, a thickness of 0.1mm and contact resistance < 50mΩ), ensuring stable current transmission and preventing signal attenuation due to excessive contact resistance, such as inaccurate transmission of pressure sensor signals. The gold plating also provides excellent oxidation and corrosion resistance (salt spray test > 500 hours), maintaining good conductivity even after long-term use, effectively extending the contact's lifespan. The copper base structure balances conductivity (58MS / m) and... To avoid excessive costs associated with pure gold materials, the base refers to the foundational structure at the bottom. This addresses the problems of high contact resistance (signal transmission distortion), easy oxidation and corrosion (failure after short-term use), and excessive cost (due to pure precious metal materials) in existing devices, balancing conductivity, durability, and economy. The base material of the first contact 10, second contact 11, and third contact 12 is a nickel-titanium shape memory alloy. Copper-constantan bimetallic compensation rings 13 are bonded between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12. The nickel-titanium shape memory alloy has a phase transition temperature of -25°C. The copper-constantan bimetallic compensation ring 13 exhibits temperature adaptive characteristics, such as shrinkage ≤0.5% at low temperatures (<-15℃) and expansion ≤0.5% at high temperatures (>55℃), avoiding drastic changes in contact size due to temperature. The copper-constantan bimetallic compensation ring 13 has the following characteristics: the coefficient of thermal expansion on the copper side is 16.5×10⁻⁶ / ℃, and the coefficient of thermal expansion on the constantan side is 1.5×10⁻⁶ / ℃. The compensation mechanism of the copper-constantan bimetallic compensation ring 13 essentially uses a controllable deformation (bending of the copper-constantan bimetallic compensation ring 13) to offset another unavoidable deformation (temperature contraction or expansion of the nickel-titanium contact). The temperature deformation of the contacts is the source of compensation demand, which determines that a bending amount of 0.1mm is needed to offset it. The difference in the thermal expansion coefficients of copper and constantan is the source of deformation power, ensuring that stable asymmetric bending can be generated when the temperature changes. The bending direction (towards the constantan side at low temperature and towards the copper side at high temperature) and bending amount (0.1mm) of the copper-constantan bimetallic compensation ring 13 are the key to accurate compensation, which drives adjacent contacts to move closer or further away from each other by a corresponding distance, which precisely covers the gap change of the nickel-titanium contacts, and finally achieves the accuracy of contact between contacts in an environment of -25~65℃, providing a stable structural basis for distinguishing between normal hard acceleration and panic-induced accidental stepping.The conductive spring 6 is embedded with an NTC thermistor 14, which is electrically connected to the control module 22. The NTC thermistor 14 can collect the temperature of the contact area in real time and transmit the data to the control module 22, providing data for temperature compensation (e.g., controlling the bending of the copper-constantan bimetallic compensation ring 13 at low temperatures, and adjusting the preload of the first spring 5 at high temperatures). The thermistor is embedded in the center of the conductive spring 6, close to the contact surface, thereby reducing temperature measurement errors and ensuring accurate temperature data. This solves the problems of existing devices lacking temperature monitoring (resulting in structural deviations due to the inability to actively adjust temperature) and having inaccurate temperature measurements (causing compensation lag due to the temperature sensor being far from the contact area). It provides data support for environmental adaptive compensation and ensures the accuracy of false touch detection.

[0051] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A brake misapplication prevention system, characterized in that, Includes a trigger module and a control module (22); The trigger module includes a first arc plate (1) and a second arc plate (2) arranged sequentially from top to bottom. The first arc plate (1) is made of conductive material and has an anti-slip rubber layer on its surface. The second arc plate (2) is made of insulating material. Four screws (3) are evenly arranged at the bottom of the first arc plate (1). The second arc plate (2) has four corresponding first positioning grooves (4). Each screw (3) is fitted with a first spring (5). The two ends of the first spring (5) are connected to the first arc plate (1) and the second arc plate (2) respectively. The natural length of the first spring (5) is greater than the length of the screw (3). Each screw (3) is adapted to and engaged with the corresponding first positioning groove (4). The depth of the first positioning groove (4) is greater than the length of the screw (3). The top of the second arc plate (2) is provided with a conductive spring sheet (6), and the conductive spring sheet (6) is sequentially embedded with a warning pressure sensor (7), a start-up pressure sensor (8), and an emergency pressure sensor (9). The bottom of the first arc plate (1) is provided with a first contact (10), a second contact (11), and a third contact (12) that are conductive and correspond to the position of the conductive spring sheet (6). The diameter of the first contact (10), the second contact (11), and the third contact (12) increases sequentially, and the thickness decreases sequentially. The first contact (10), the second contact (11), the third contact (12), and the conductive spring sheet (6) are all electrically connected to the control module (22), and the control module (22) is connected to the brake pedal.

2. The brake anti-accidental pedaling system according to claim 1, characterized in that, The contact surfaces of the first contact (10), the second contact (11), and the third contact (12) are all made of gold-plated copper.

3. The brake anti-misoperation system according to claim 2, characterized in that, The base material of the first contact (10), the second contact (11), and the third contact (12) is nickel-titanium shape memory alloy. Copper-constantan bimetallic compensation rings (13) are bonded between the first contact (10) and the second contact (11) and between the second contact (11) and the third contact (12).

4. The brake anti-accidental pedaling system according to claim 3, characterized in that, The conductive spring (6) is embedded with an NTC thermistor (14), which is electrically connected to the control module (22).

5. A brake misoperation prevention system according to claim 2, characterized in that, The contact surfaces of the first contact (10), the second contact (11), and the third contact (12) are all provided with a nano-ceramic liquid storage layer (15). The nano-ceramic liquid storage layer (15) has multiple liquid storage holes (16), and each liquid storage hole (16) is filled with conductive grease.

6. The brake anti-accidental pedaling system according to claim 1, characterized in that, A polyimide film (17) is filled between the first contact (10) and the second contact (11), and a polyimide film (17) is filled between the second contact (11) and the third contact (12).

7. The brake misapplication prevention system according to claim 1, characterized in that, The first contact (10), the second contact (11), and the third contact (12) are all connected to the first arc plate (1) by an elastic buffer pad (18).

8. A brake mis-application prevention system according to claim 1, characterized in that, The contact surface of the conductive spring sheet (6) is provided with a plurality of elastic protrusions (19), which are arranged in an array, and the top of each elastic protrusion (19) is a spherical structure.

9. A brake misoperation prevention system according to claim 1, characterized in that, A resistive wear sensor (20) is provided at the base of the first contact (10), and the resistive wear sensor (20) is electrically connected to the control module (22).

10. A brake mis-application prevention system according to claim 1, characterized in that, Each screw (3) is embedded with a laser displacement sensor (21) on its sidewall. The detection surface of the laser displacement sensor (21) is set facing the first contact (10). The laser displacement sensor (21) is electrically connected to the control module (22).

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