Pedal assembly and vehicle

Abstract

The invention provides a pedal assembly and a vehicle. The pedal assembly comprises a first motor, a first pedal arm, a supporting frame, a transmission device and a damping device. The first pedal arm is rotationally connected with the supporting frame; the first motor is in transmission connection with the transmission device; one end of the damping device is movably connected with the first pedal arm, the other end of the damping device is connected with the transmission device, the first motor drives the transmission device to drive the damping device to continuously and synchronously move, and the damping device pushes the first pedal arm to a preset position relative to the supporting frame. The first motor drives the transmission device to do continuous motion, the transmission device and the damping device are in synchronous linkage, and continuous thrust is formed on the first pedal arm through the damping device, so that the pedal arm rotates around the rotating connecting point relative to the supporting frame, and the pedal arm can stably stay at any position; the personalized requirements of drivers with different heights and driving habits on the pedal position are met.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a pedal assembly and a vehicle. Background Technology

[0002] In existing pedal assemblies, the pedals are mostly designed in a fixed position or only support a limited number of height / angle adjustments. This cannot adapt to the personalized needs of drivers of different heights and driving habits for pedal posture, which can easily lead to driving fatigue or inconvenience in operation.

[0003] Some traditional pedals with adjustment functions use a rigid transmission structure. When adjusting, the power transmission is direct, which can easily cause starting shock, stopping jerking or movement jamming, affecting the adjustment experience. Summary of the Invention

[0004] In view of the problems existing in the background art, the present invention provides a pedal assembly and a vehicle to solve the problems of fixed pedal position or gear adjustment jamming in the related art.

[0005] To solve the above problems, the present invention is implemented as follows: In a first aspect, embodiments of this application provide a pedal assembly, the pedal assembly including: a first motor, a first pedal arm, a support frame, a transmission device, and a damping device; The first pedal arm and the support frame are rotatably connected; The first motor and the transmission device are connected in a driving connection; One end of the damping device is movably connected to the first pedal arm, and the other end is connected to the transmission device. The first motor drives the transmission device to drive the damping device to move continuously and synchronously. The damping device pushes the first pedal arm relative to the support frame to a preset position.

[0006] In the pedal assembly, the first motor serves as the power source, working in conjunction with a transmission device fixed to the support frame. The first motor drives the transmission device to perform continuous motion. The transmission device and the damping device work synchronously, with the damping device generating a continuous thrust on the first pedal arm, causing the pedal arm to rotate relative to the support frame around the rotational connection point, without any gear interval limitations. The motor can control the travel and start / stop timing of the transmission device, allowing the pedal arm to stably remain at any preset position, adapting to the pedal height or angle of drivers of different heights, and meeting the personalized needs of drivers of different heights and driving habits for pedal position.

[0007] Optionally, the transmission device includes: a first gear, a first sleeve, and a transmission unit; The output shaft of the first motor meshes with the first gear, and the first gear is connected to the first sleeve; The first sleeve is fitted outside the transmission unit and is threadedly connected to the transmission unit. One end of the damping device is hinged to the first pedal arm, and the other end is connected to the transmission unit.

[0008] The uniform speed characteristics of the threaded meshing transmission are combined with the damping effect of the damping device. The damping device follows the movement of the first pedal arm through the hinge end, and at the same time cooperates with the transmission unit to provide stable resistance, effectively suppressing the impact and surging problem when the motor is driven, making the adjustment process smooth and without jamming.

[0009] Optionally, the damping device includes a first spring, a second sleeve, and a second spring; One end of the first spring is connected to the first pedal arm, and the other end is connected to the second sleeve; The second sleeve and the transmission unit are slidably connected; The second spring is sleeved on the second sleeve and the transmission unit, with one end of the second spring in contact with the second sleeve and the other end in contact with the transmission unit.

[0010] The first spring directly connects the first pedal arm and the second sleeve, effectively absorbing the starting impact and stopping jerks during pedal adjustment, as well as the reverse force during daily pedaling, avoiding the feeling of pressure or harsh feedback caused by rigid transmission. The second spring is sleeved between the second sleeve and the transmission unit, forming a secondary buffer. It can buffer the radial vibration during the movement of the transmission unit and absorb the instantaneous impact force when pedaling. The combination of the two springs makes pedal adjustment and pedaling process smoother and softer, improving operating comfort.

[0011] Optionally, the transmission unit includes a third sleeve; The third sleeve is threadedly connected to the first sleeve on the side closest to the first sleeve, and the third sleeve and the support frame are movably connected.

[0012] When the transmission unit is a single unit consisting of the third sleeve, the clearance between parts is reduced, vibration and wear are decreased, and the structural rigidity and operational reliability of the entire pedal assembly are improved.

[0013] Optionally, the transmission unit includes: a fourth sleeve and a fifth sleeve; The fourth sleeve is threadedly connected to the first sleeve, and the fourth sleeve is movably connected to the support frame; The fifth sleeve is at least partially fitted onto the fourth sleeve, and one end of the damping device is hinged to the first pedal arm, while the other end is fitted onto the fifth sleeve.

[0014] The design of dividing the transmission unit into a fourth sleeve and a fifth sleeve allows for targeted selection of processing techniques, while simplifying the processing difficulty of individual parts, improving the production qualification rate, and reducing unit manufacturing costs.

[0015] Optionally, the damping device further includes: a push rod; One end of the push rod is hinged to the first pedal arm, and the other end is connected to the transmission unit; The push rod has a tapered sidewall near the transmission unit, and its diameter gradually decreases from the side away from the first sleeve to the side near the first sleeve. Along the direction from the side away from the first sleeve toward the side closer to the first sleeve, the inner diameter of the transmission unit matches the diameter of the push rod; The first spring is sleeved on the push rod, with one end of the first spring in contact with the push rod and the other end in contact with the second sleeve; The transmission unit is sleeved on the push rod.

[0016] Optionally, the transmission device includes: a second gear and a rack; The damping device includes a friction block; The first motor and the second gear are connected by a transmission, and the rack and the second gear mesh. The rack and the friction block abut against each other, and the friction block passes through the support frame; The friction block abuts against the first pedal arm.

[0017] The first motor drives the second gear to rotate, and the second gear drives the rack to move in a straight line. During the linear movement, the end of the rack keeps in contact with the friction block and continuously applies a thrust, pushing the friction block to move in a straight line along the through-channel of the support frame. This changes the relative position of the friction block and the first pedal arm. When the pressure increases, the friction damping is enhanced, and the pedal feel is more stable. When the pressure decreases, the damping is weakened, and the pedal feels lighter. This can flexibly adapt to the pedal feel requirements of different driving habits.

[0018] Optionally, the pedal assembly further includes a second motor, and the transmission device further includes a third gear and a first rotating unit; The first rotating unit includes a first rotating shaft, a second rotating shaft, a first connecting member, a third rotating shaft, and a sixth sleeve; The third gear meshes with the first rotating shaft; The first rotating shaft and the second rotating shaft are arranged coaxially, and both the first rotating shaft and the second rotating shaft are movably connected to the support frame, and both the first rotating shaft and the second rotating shaft are fixedly connected to the first connecting member; The third rotating shaft and the first connecting piece are fixedly connected; The first pedal arm and the sixth sleeve are fixedly connected, and the sixth sleeve is sleeved on the third rotating shaft and rotatably connected to the third rotating shaft.

[0019] During adjustment, the second motor can precisely control the speed and start / stop timing. Since the second chainsaw also has a self-locking function, the first connecting piece can be stopped at any rotation angle, and the corresponding third rotating shaft will also be fixed at the corresponding swing position. The pedal arm will then stop at the appropriate flip angle, achieving precise positioning without gear limitations. The rotation of the first connecting piece and the swing of the third rotating shaft are both continuous movements, ensuring that the pedal height adjustment is smooth and without jamming throughout the process, ultimately achieving stepless adjustment.

[0020] Optionally, the pedal assembly further includes a second pedal arm; The transmission device also includes a second rotating unit; The second rotating unit includes: a fourth rotating shaft, a fifth rotating shaft, a second connecting piece, a sixth rotating shaft, and a seventh sleeve; The third gear and the fourth shaft mesh; The fourth and fifth rotating shafts are arranged coaxially with the first and second rotating shafts, and both the fourth and fifth rotating shafts are movably connected to the support frame. Both the fourth and fifth rotating shafts are movably connected to the third gear of the second motor, and both the fourth and fifth rotating shafts are fixedly connected to the second connecting member. The sixth rotating shaft and the second connecting piece are fixedly connected; The second pedal arm and the seventh sleeve are fixedly connected, and the seventh sleeve is sleeved on the sixth rotating shaft and rotatably connected to the sixth rotating shaft.

[0021] The rotational cooperation between the third rotating shaft 4074 and the sixth sleeve 4075, and between the sixth rotating shaft 4084 and the seventh sleeve 4085, allows the two pedals to move synchronously with a stop-motion action. Combined with the speed adjustment and start / stop control of the second motor 60, synchronous positioning at any height can be achieved, meeting the adaptation needs of different usage scenarios.

[0022] Secondly, embodiments of this application provide a vehicle that includes the pedal assembly described in any of the above claims.

[0023] In this embodiment, the first motor in the pedal assembly serves as a power source, forming a transmission connection with the transmission device fixed to the support frame. The first motor drives the transmission device to perform continuous movement. The transmission device and the damping device are synchronously linked, and the damping device generates a continuous thrust on the first pedal arm, causing the pedal arm to rotate relative to the support frame around the rotation connection point, without any gear interval limitation. The motor can control the movement stroke and start / stop timing of the transmission device, allowing the pedal arm to stably remain at any preset position, adapting to the pedal height or angle of drivers of different heights, and meeting the personalized needs of drivers of different heights and driving habits for pedal position. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of a pedal assembly provided in an embodiment of this application; Figure 2 This is a schematic diagram of a pedal assembly structure provided in an embodiment of this application; Figure 3 This is a schematic diagram of a damping device in a pedal assembly provided in an embodiment of this application; Figure 4 This is a schematic diagram of another pedal assembly structure provided in an embodiment of this application; Figure 5 This is a schematic diagram of another pedal assembly structure provided in an embodiment of this application; Figure 6 This is a schematic diagram of another pedal assembly structure provided in an embodiment of this application; Figure 7 This is a schematic diagram of another pedal assembly structure provided in an embodiment of this application; Figure 8 This is a schematic diagram of another pedal assembly structure provided in an embodiment of this application; Figure 9 This is a schematic diagram of another pedal assembly structure provided in an embodiment of this application.

[0026] Explanation of reference numerals in the attached figures: 10. First motor; 20. First pedal arm; 30. Support frame; 40. Transmission device; 401. First gear; 402. First sleeve; 403. Transmission unit; 4031. Third sleeve; 4032. Fourth sleeve; 4033. Fifth sleeve; 404. Second gear; 405. Rack; 406. Third gear; 407. First rotating unit; 4071. First rotating shaft; 4072. Second rotating shaft; 4073. First connecting piece; 4074, Third rotating shaft; 4075, Sixth sleeve; 408, Second rotating unit; 4081, Fourth rotating shaft; 4082, Fifth rotating shaft; 4083, Second connecting piece; 4084, Sixth rotating shaft; 4085, Seventh sleeve; 50, Damping device; 501, First spring; 502, Second sleeve; 503, Second spring; 504, Push rod; 505, Friction block; 60, Second motor; 70, Second pedal arm. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, any product that is the same as or similar to the present invention, derived by any person under the guidance of the present invention or by combining the features of the present invention with other related technologies, falls within the protection scope of the present invention. Furthermore, all other embodiments obtained by those skilled in the art without inventive effort are within the protection scope of the present invention.

[0028] Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of this specification.

[0029] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0030] This application provides a pedal assembly, with reference to... Figure 1 and Figure 2The pedal assembly includes: a first motor 10, a first pedal arm 20, a support frame 30, a transmission device 40, and a damping device 50. The first pedal arm 20 and the support frame 30 are rotatably connected; the first motor 10 and the transmission device 40 are drive-connected, and the transmission device 40 and the support frame 30 are movably connected; one end of the damping device 50 is movably connected to the first pedal arm 20, and the other end is connected to the transmission device 40. The first motor 10 drives the transmission device 40 to drive the damping device 50 to move continuously and synchronously, and the damping device 50 pushes the first pedal arm 20 relative to the support frame 30 to a preset position. The preset position refers to the pedal posture corresponding to a specific rotation angle of the pedal arm 20 relative to the support frame 30, which is preset or adjusted in real time according to usage needs, such as driver height, driving habits, and vehicle model adaptation standards, through motor control parameters. It is the target position for pedal adjustment and can be stored, recalled, or modified through the electronic control unit. The preset position is not fixed. The driver can adjust the preset position parameters in real time through in-vehicle control buttons, voice commands, or the automatic sensing system. The motor drives the transmission device and the damping device in conjunction to quickly switch the pedal arm to the new preset position.

[0031] The first motor 10 provides driving power for pedal adjustment, converting electrical energy into mechanical motion through transmission with the transmission device 40. One end of the first pedal arm 20 is fixed to the pedal pad, and the other end is movably connected to the support frame 30, allowing it to rotate or translate around the connection point. It is also movably connected to the damping device 50, serving as both the mounting carrier for the pedal pad and the execution carrier for power transmission and adjustment. The support frame 30 is the mounting and support reference for the entire pedal assembly, used to fix the transmission device 40 and provide a movable connection fulcrum for the first pedal arm 20, ensuring the relative position stability of each component during operation.

[0032] One end of the transmission device 40 is connected to the first motor 10, and the other end is fixed to the support frame 30. It can convert the rotational motion of the motor into the displacement of the first pedal arm 20, thereby adjusting the pedal position. The damping device 50 is a component that assists in stabilizing and smoothing the adjustment. Its two ends are movably connected to the first pedal arm 20 and the transmission device 40, respectively. It consumes the kinetic energy during the adjustment process through friction or viscous damping, thus suppressing motion fluctuations.

[0033] During the adjustment process, the first motor 10 starts after receiving the adjustment signal from the vehicle control system. Through the transmission device 40, the rotational motion is converted into a controllable linear or flipping displacement of the first pedal arm 20, which drives the continuous change of position. The damping device 50 provides stable resistance at the same time to suppress surging and impact, so that the pedal can stay in any suitable position, and finally realizes stepless adjustment of the pedal feel.

[0034] Among them, pedal feel refers to the comprehensive sensory experience of the driver when pressing the vehicle pedal, including the magnitude of the pedal resistance, the feedback force, the smoothness of the movement, the response speed, and the travel feedback. It is reflected in the lightness or heaviness, damping, smoothness, and responsiveness when pressing.

[0035] The first motor 10 drives the transmission device 40 to move continuously. The transmission device and the damping device 50 are synchronized and linked. The damping device generates a continuous thrust on the first pedal arm 20, causing the pedal arm to rotate continuously around the rotation connection point relative to the support frame 30 without any gear interval limitation. The motor can control the movement stroke and start / stop timing of the transmission device, allowing the pedal arm to be stably stopped at any preset position, adapting to the pedal height or angle of drivers of different heights, meeting personalized adaptation needs. The adjustment process is continuous and smooth throughout, without any jamming or gear skipping. The transmission device 40 and the support frame 30 are movably connected. Combined with the damping characteristics of the damping device 50, it can absorb the power impact when the motor starts and stops, as well as the small vibrations during the adjustment process, avoiding the impact force being directly transmitted to the pedal arm and causing a feeling of pressure on the foot. At the same time, the damping device provides uniform resistance when pushing the pedal arm, which not only suppresses the surging during adjustment, but also makes the movement rhythm controllable. When pressing the pedal, it can also form a stable foot feel through damping feedback, avoiding pedal wobbling or feedback lag.

[0036] Optionally, refer to Figure 2 and Figure 4 The transmission device 40 includes: a first gear 401, a first sleeve 402, and a transmission unit 403; the output shaft of the first motor 10 meshes with the first gear 401, and the first gear 401 is connected to the first sleeve 402; the first sleeve 402 is sleeved on the outside of the transmission unit 403 and is threadedly connected to the transmission unit 403; one end of the damping device 50 is hinged to the first pedal arm 20, and the other end is connected to the transmission unit 403; the transmission unit 403 is movably connected to the support frame 30.

[0037] The first gear 401 meshes with the first motor 10 via a drive gear on the output shaft of the first motor 10. It receives the rotational power output by the motor and transmits it to the first sleeve 402 through gear meshing, serving as a transitional carrier for power from the motor to the subsequent transmission structure. The inner side of the first sleeve 402 meshes with the first gear 401 to receive rotational power, while the outer side is fitted around the transmission unit 403 and meshes with it via threads, converting its own rotational motion into the axial linear motion of the transmission unit 403. The transmission unit 403 and the first sleeve 402 achieve motion conversion through threaded meshing. Simultaneously, it is fixedly connected to the support frame 30 to ensure its own positional stability and is also connected to the damping device 50, both transmitting adjustment power and providing a mounting point for the damping device 50.

[0038] The first motor 10 drives the first gear 401 to rotate. The outer side of the first sleeve 402 is provided with an external gear that is adapted to the first gear 401. The first gear 401 drives the first sleeve 402 to rotate through gear meshing. At the same time, the first sleeve 402 is provided with threads inside, and the connection part between the transmission unit 403 and the first sleeve 402 is also provided with threads. By utilizing the thread meshing between the first sleeve 402 and the transmission unit 403, the rotational motion of the first sleeve 402 can be converted into the axial linear displacement of the transmission unit 403. The transmission unit 403 pulls or pushes the first pedal arm 20 through the damping device 50, causing it to rotate around the movable connection point with the support frame 30, thereby driving the first pedal arm 20 to achieve stepless adjustment of height or angle. The continuous transmission characteristics of the thread meshing ensure that the pedal can stay at any adapted position, and the adjustment accuracy is higher.

[0039] The uniform speed characteristics of the threaded meshing transmission are combined with the damping effect of the damping device 50. The damping device 50 follows the movement of the first pedal arm 20 through the hinge end, and at the same time cooperates with the transmission unit 403 to provide stable resistance, effectively suppressing the impact and surging problem when the motor is driven, making the adjustment process smooth and without jamming. On the other hand, the fixed connection between the transmission unit 403 and the support frame 30 ensures the stability of the transmission structure. The self-locking characteristics of the threaded meshing, combined with the resistance feedback of the damping device 50, can prevent the pedal from becoming loose or deviating when it is stepped on, ensuring the consistency of pedal feel and positional stability during operation.

[0040] Optionally, refer to Figure 3 The damping device 50 includes a first spring 501, a second sleeve 502, and a second spring 503; one end of the first spring 501 is connected to the first pedal arm 20, and the other end is connected to the second sleeve 502; the second sleeve 502 is slidably connected to the transmission unit 403; the second spring 503 is sleeved on the second sleeve 502 and the transmission unit 403, one end of the second spring 503 is in contact with the second sleeve 502, and the other end is in contact with the transmission unit 403.

[0041] The first spring 501 is directly connected to the first pedal arm 20 and the second sleeve 502, which can effectively absorb the starting impact and stopping jerking during pedal adjustment, as well as the reverse force during daily pedaling, avoiding the feeling of pressure or harsh feedback caused by rigid transmission; the second spring 503 is sleeved between the second sleeve 502 and the transmission unit 403, forming a secondary buffer, which can buffer the radial vibration during the movement of the transmission unit and absorb the instantaneous impact force when pedaling. The cooperation of the two springs makes the pedal adjustment and pedaling process smoother and softer, improving the operating comfort.

[0042] The first spring 501 and the second spring 503 respectively undertake the task of buffering in different directions. The first spring 501 can absorb the impact of the adjustment direction when the motor is driven, and prevent the impact from being transmitted to the pedal; the second spring 503 can absorb the reverse force and vibration when pedaling, making the pedal feel softer. Compared with a single spring, the dual-spring design can cope with the impact of both adjustment and operation scenarios at the same time, improve the overall running stability, and reduce component wear.

[0043] Optionally, refer to Figure 2 The transmission unit 403 includes a third sleeve 4031; the third sleeve 4031 is sleeved on the push rod 504, and the side of the third sleeve 4031 near the first sleeve 402 is threadedly connected to the first sleeve 402. The third sleeve 4031 and the support frame 30 are movably connected.

[0044] In one embodiment, the transmission unit 403 is a third sleeve 4031, which is sleeved on the push rod 504. The third sleeve 4031 provides stable axial guidance for the push rod 504, preventing it from shifting or wobbling during movement. Furthermore, through a threaded connection with the first sleeve 402, it precisely converts the rotational motion of the first sleeve 402 into the axial linear motion of the push rod 504. The threaded connection ensures high displacement accuracy, enabling the push rod 504 to drive the pedal arm for smooth and precise stepless adjustment, avoiding adjustment deviations or jamming.

[0045] When the transmission unit 403 is a single unit consisting of the third sleeve 4031, the third sleeve 4031 serves both as a threaded connection to the first sleeve 402 to achieve motion conversion and as a guide for the push rod 504 to ensure its motion posture. Furthermore, through its movable connection with the support frame 30, the third sleeve 4031 enables the first motor 10, the first gear 401, the damping device 50, and other components to form a linked system. Compared to a distributed transmission structure, this design reduces the clearance between parts, lowers vibration and wear, and improves the structural rigidity and operational reliability of the entire pedal assembly.

[0046] Optionally, refer to Figure 4 The transmission unit 403 includes: a fourth sleeve 4032 and a fifth sleeve 4033; the fourth sleeve 4032 is sleeved on the push rod 504, the fourth sleeve 4032 and the first sleeve 402 are threadedly connected, and the fourth sleeve 4032 and the support frame 30 are movably connected; the fifth sleeve 4033 is at least partially sleeved on the fourth sleeve 4032, one end of the damping device 50 is hinged to the first pedal arm 20, and the other end is sleeved on the fifth sleeve 4033.

[0047] In one embodiment, the transmission unit 403 includes a fourth sleeve 4032 and a fifth sleeve 4033. One end of the fourth sleeve 4032 is threaded to the first sleeve 402 to receive the rotational power transmitted by the motor, and the other end is fixed to the support frame 30 to ensure its own positional stability. Its outer surface provides nested support for the fifth sleeve 4033, allowing the fifth sleeve 4033 to move axially along the fourth sleeve 4032 while restricting the radial offset of the fifth sleeve 4033, thus providing a stable foundation for the installation and movement guidance of the damping device 50. The fifth sleeve 4033, as the cooperating carrier of the damping device 50, is at least partially sleeved on the fourth sleeve 4032 to form a coaxial linkage structure. The inner side of the fifth sleeve 4033 is in contact with the outer surface of the fourth sleeve 4032 to achieve guidance.

[0048] This design avoids the mutual interference caused by a single sleeve bearing both transmission and damping simultaneously, ensuring that the accuracy of the threaded transmission and the smoothness of the damping do not affect each other, further improving the adjustment accuracy and pedal feel consistency.

[0049] The fourth sleeve 4032 needs to meet the thread transmission accuracy requirements with the first sleeve 402, while the fifth sleeve 4033 only needs to adapt to the mating requirements of the damping device 50. Their accuracy requirements and processing focuses differ. Dividing the transmission unit 403 into the fourth sleeve 4032 and the fifth sleeve 4033 allows for targeted selection of processing techniques, simplifies the processing difficulty of individual parts, improves production yield, and reduces unit manufacturing costs. Furthermore, thread wear can be addressed by replacing only the fourth sleeve 4032, and surface wear of the damping device 50 by replacing only the fifth sleeve 4033. This eliminates the need to replace the entire transmission unit 403 due to a partial fault, as is the case with a single sleeve, significantly reducing parts replacement costs during maintenance.

[0050] Optionally, refer to Figure 3 The damping device 50 further includes: a push rod 504; one end of the push rod 504 is hinged to the first pedal arm 20, and the other end is connected to the transmission unit 403; the side wall of the push rod 504 near the transmission unit 403 is tapered, and the diameter of the push rod 504 gradually decreases along the direction from the side away from the first sleeve 402 to the side near the first sleeve 402; the inner diameter of the transmission unit 403 matches the diameter of the push rod 504 along the direction from the side away from the first sleeve 402 to the side near the first sleeve 402; a first spring 501 is sleeved on the push rod 504, one end of the first spring 501 contacts the push rod 504, and the other end contacts the second sleeve 502; the transmission unit 403 is sleeved on the push rod 504.

[0051] In some embodiments, the diameter of the conical surface of the push rod 504 gradually decreases from the side furthest from the first sleeve 402 to the side closest to it, and the inner diameter of the transmission unit 403 changes synchronously, forming a conical surface fit. During adjustment, as the transmission unit 403 moves axially along the conical surface of the push rod, the contact area of ​​the conical surface gradually increases with displacement. Combined with the elastic preload of the first spring 501, the normal pressure of the push rod and the transmission unit increases synchronously, thereby gradually increasing the damping friction. At the same time, the first spring 501 is sleeved on the push rod and extends and retracts synchronously with the tightness of the conical surface fit. The elastic damping and frictional damping are superimposed, so that the resistance during pedal adjustment gradually transitions from light to heavy, avoiding sudden damping changes, making the pedal feel more layered and controllable, and adapting to the operational needs of different driving scenarios.

[0052] In the initial adjustment phase, the push rod 504 and the transmission unit 403 are not in contact, resulting in no additional frictional resistance. The motor only needs to overcome the weight of the pedal arm itself and the structural resistance to start. This not only reduces the motor's starting load, energy consumption, and starting impact, but also allows the pedal to respond quickly to adjustment commands, avoiding adjustment lag caused by excessive initial resistance. As the transmission unit 403 moves axially, the conical surface of the tapered push rod 504 gradually comes into contact with the variable-diameter inner cavity of the transmission unit 403. The contact area gradually increases from nothing to something, and from a line to a surface, resulting in a smooth and gradual increase in friction rather than a sudden loading. This effectively suppresses excessive speed during pedal adjustment, allowing for smooth and continuous pedal movement. The driver can control the adjustment range and avoid over-adjustment caused by sudden changes in damping. Once the adjustment is complete, the tapered push rod 504 and the transmission unit 403 form a fully fitted tapered surface contact. Through the stable frictional fit and the self-locking characteristics of the thread, the pedal position is auxiliaryly locked, preventing loosening or slight displacement during use.

[0053] The conical push rod 504's conical surface contact transitions from line contact to surface contact, resulting in a more gradual fit during movement, smoother changes in frictional resistance, and seamless adjustment. Simultaneously, the uniform pressure distribution on the conical surface reduces localized wear, and the enveloping support of the transmission unit 403 provides stronger guidance, preventing the push rod 504 from shifting or jamming. Compared to the rigid fit of the cylindrical push rod 504, it is more resistant to wear.

[0054] Specifically, in some embodiments, the transmission unit 403 includes a third sleeve 4031. In this case, one end of the push rod 504 is hinged to the first pedal arm 20, and the other end is connected to the third sleeve 4031. The side wall of the push rod 504 near the third sleeve 4031 is tapered, and the inner diameter of the transmission unit 403 matches the diameter of the third sleeve 4031. A first spring 501 is sleeved on the push rod 504, with one end of the first spring 501 in contact with the push rod 504 and the other end in contact with the second sleeve 502. The third sleeve 4031 is sleeved on the push rod 504.

[0055] In some embodiments, the transmission unit 403 includes a fourth sleeve 4032 and a fifth sleeve 4033. In this case, one end of the push rod 504 is hinged to the first pedal arm 20, and the other end is connected to the fourth sleeve 4032 and the fifth sleeve 4033. The side wall of the push rod 504 near the third sleeve 4031 is tapered, and the inner diameters of the fourth sleeve 4032 and the fifth sleeve 4033 are matched with the diameter of the third sleeve 4031. A first spring 501 is sleeved on the push rod 504, with one end of the first spring 501 in contact with the push rod 504 and the other end in contact with the second sleeve 502. The fourth sleeve 4032 and the fifth sleeve 4033 are sleeved on the push rod 504.

[0056] Optionally, refer to Figure 5 The transmission device 40 includes a second gear 404 and a rack 405; the damping device 50 includes a friction block 505; the first motor 10 and the second gear 404 are connected in a transmission manner, and the rack 405 and the second gear 404 mesh; the rack 405 and the friction block 505 abut against each other, and the friction block 505 passes through the support frame 30; the friction block 505 abuts against the first pedal arm 20.

[0057] After the first motor 10 starts, it drives the second gear 404 to rotate. The second gear 404 meshes with the rack 405. During the rotation of the second gear 404, the rack 405 is pushed to move linearly through continuous contact of the meshing surfaces. For every small angle that the second gear 404 rotates, the rack 405 will produce a corresponding continuous displacement, without gear interval limitations. During the linear movement, the end of the rack 405 remains in contact with the friction block 505 and continuously applies a pushing force, pushing the friction block 505 to move linearly along the through-channel of the support frame 30, thereby changing the relative positional relationship between the friction block 505 and the first pedal arm 20. When the friction block 505 moves closer to the first pedal arm 20, the contact pressure between the two gradually increases; when the friction block 505 moves away from the first pedal arm 20, the contact pressure gradually decreases.

[0058] The meshing transmission of the second gear 404 and rack 405 ensures that the displacement of rack 405 corresponds to the motor control parameters. The position change of friction block 505 is continuous and uninterrupted, which can drive the first pedal arm 20 to rotate around the rotation point, realizing stepless adjustment of pedal feel and stable stopping at any preset position to adapt to the personalized needs of different drivers. The contact pressure between friction block 505 and first pedal arm 20 is adjustable with position. When the pressure increases, the friction damping is enhanced, and the pedal feel is more stable. When the pressure decreases, the damping is weakened, and the pedal feel is lighter, which can flexibly adapt to the pedal feel requirements of different driving habits. The gear and rack transmission has high precision and no backlash. Friction block 505 directly transmits force and damping. The entire transmission device 40 has fewer parts and a compact layout, which can reduce space occupation and facilitate assembly and maintenance. After wear, friction block 505 can be replaced separately, reducing maintenance costs.

[0059] Optionally, refer to Figure 6 and Figure 7 The pedal assembly also includes a second motor 60, and the transmission device 40 includes a third gear 406 and a first rotating unit 407. The first rotating unit 407 includes a first rotating shaft 4071, a second rotating shaft 4072, a first connecting member 4073, a third rotating shaft 4074, and a sixth sleeve 4075. The third gear 406 meshes with the first rotating shaft 4071. The first rotating shaft 4071 and the second rotating shaft 4072 are coaxially arranged, and both the first rotating shaft 4071 and the second rotating shaft 4072 are movably connected to the support frame 30. Both the first rotating shaft 4071 and the second rotating shaft 4072 are fixedly connected to the first connecting member 4073. The third rotating shaft 4074 is fixedly connected to the first connecting member 4073. The first pedal arm 20 is fixedly connected to the sixth sleeve 4075, and the sixth sleeve 4075 is sleeved on the third rotating shaft 4074 and rotatably connected to the third rotating shaft 4074.

[0060] The second motor 60 provides drive for the height adjustment of the pedal. The third gear 406 is an intermediate meshing component for power transmission, meshing with the first rotating shaft 4071, and is responsible for transmitting the rotational power of the second motor 60 to the first rotating unit 407.

[0061] After the second motor 60 starts, it drives the third gear 406 to rotate. The third gear 406 drives the first rotating shaft 4071 to rotate through meshing. Since the first rotating shaft 4071 and the second rotating shaft 4072 are coaxial and both are fixed to the first connecting member 4073, they synchronously drive the first connecting member 4073 to rotate around the coaxial axis. When the first connecting member 4073 rotates, the third rotating shaft 4074 fixed to it will swing in a circle with the connecting member. The swing trajectory is an arc centered on the axis of the first rotating shaft 4071 and the axis of the second rotating shaft 4072, which in turn pulls or pushes the first pedal arm 20 through the sixth sleeve 4075.

[0062] During the adjustment process, the second motor 60 can precisely control the speed and start / stop timing. Since the second chainsaw also has a self-locking function, the first connecting piece 4073 can be stopped at any rotation angle, and the corresponding third rotating shaft 4074 will also be fixed at the corresponding swing position. The pedal arm will then stop at the appropriate flip angle, achieving precise positioning without gear limitations. The rotation of the first connecting piece 4073 and the swing of the third rotating shaft 4074 are both continuous movements, ensuring that the pedal height adjustment is smooth and without jamming throughout the process, ultimately achieving stepless adjustment.

[0063] During daily pedaling use, the first connecting piece 4073 remains fixed, the third rotating shaft 4074 no longer swings with the connecting piece, but instead serves as the rotating shaft for pedal rotation, and the sixth sleeve 4075 can rotate flexibly around the third rotating shaft 4074 to meet the normal rotation requirements of the pedal arm when the driver pedals, without affecting the already adjusted pedal height position.

[0064] It should be noted that the reference Figure 6 and Figure 7 The orientation of the second motor 60 and the orientation of the third gear 406 can be either parallel to or perpendicular to the axis of the first rotating shaft 4071. The number and size of the third gear 406 can be selected according to actual needs, and this application embodiment does not impose specific limitations.

[0065] Optionally, refer to Figure 8 and Figure 9 The pedal assembly also includes a second pedal arm 70; the transmission device 40 also includes a second rotating unit 408; the second rotating unit 408 includes: a fourth rotating shaft 4081, a fifth rotating shaft 4082, a second connecting member 4083, a sixth rotating shaft 4084, and a seventh sleeve 4085; a third gear 406 meshes with the fourth rotating shaft 4081; the fourth rotating shaft 4081 and the fifth rotating shaft 4082 are coaxially arranged with the first rotating shaft 4071 and the second rotating shaft 4072, and the fourth rotating shaft 4081 and the fifth rotating shaft... 4082 is movably connected to the support frame 30; the fourth rotating shaft 4081 and the fifth rotating shaft 4082 are movably connected to the third gear 406 of the second motor 60, and the fourth rotating shaft 4081 and the fifth rotating shaft 4082 are fixedly connected to the second connecting piece 4083; the sixth rotating shaft 4084 is fixedly connected to the second connecting piece 4083; the second pedal arm 70 and the seventh sleeve 4085 are fixedly connected, and the seventh sleeve 4085 is sleeved on the sixth rotating shaft 4084 and rotatably connected to the sixth rotating shaft 4084.

[0066] When the second motor 60 drives the third gear 406 to rotate, the third gear 406 simultaneously meshes with the first rotating shaft 4071 of the first rotating unit 407 and the fourth rotating shaft 4081 of the second rotating unit 408, achieving synchronous power transmission. Since the first rotating shaft 4071, the second rotating shaft 4072, the fourth rotating shaft 4081, and the fifth rotating shaft 4082 are arranged coaxially, and the two sets of rotating shafts are rigidly fixed to their respective first connecting parts 4073 and second connecting parts 4083, the rotation angle and speed of the two sets of connecting parts are completely consistent during power transmission. Subsequently, the third rotating shaft 4074 and the sixth rotating shaft 4084, which are fixed to the connecting parts, will synchronously perform arc swings along the same trajectory. Through the sixth sleeve 4075 and the seventh sleeve 4085, the first pedal arm 20 and the second pedal arm 70 will be driven to rotate synchronously around their respective connection points with the support frame 30, ultimately achieving synchronous and continuous adjustment of the height of the first pedal arm 20 and the second pedal arm 70, with no difference in timing or height during the adjustment process.

[0067] The rotational cooperation between the third rotating shaft 4074 and the sixth sleeve 4075, and between the sixth rotating shaft 4084 and the seventh sleeve 4085, allows the two pedals to move synchronously with a stop-motion action. Combined with the speed adjustment and start / stop control of the second motor 60, synchronous positioning at any height can be achieved, meeting the adaptation needs of different usage scenarios.

[0068] This application also provides a vehicle that includes the pedal assembly described above.

[0069] When the pedal assembly provided in this application is applied to a vehicle, the driver can infinitely adjust the height and feel of the pedal according to their own needs, thereby improving the driver's comfort while driving.

[0070] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

Claims

1. A pedal assembly, characterized by, The pedal assembly comprises a first motor (10), a first pedal arm (20), a support frame (30), a transmission device (40) and a damping device (50); The first pedal arm (20) and the support frame (30) are rotationally connected; The first motor (10) and the transmission device (40) are drivingly connected; One end of the damping device (50) is movably connected with the first pedal arm (20), and the other end is connected with the transmission device (40); the first motor (10) drives the transmission device (40) to drive the damping device (50) to continuously and synchronously move, and the damping device (50) pushes the first pedal arm (20) to a preset position relative to the support frame (30).

2. The pedal assembly of claim 1, wherein, The transmission device (40) comprises a first gear (401), a first sleeve (402) and a transmission unit (403); The output shaft of the first motor (10) is engaged with the first gear (401), and the first gear (401) is connected with the first sleeve (402); The first sleeve (402) is sleeved on the transmission unit (403) and is threadedly connected with the transmission unit (403); One end of the damping device (50) is hingedly connected with the first pedal arm (20), and the other end is connected with the transmission unit (403).

3. The pedal assembly of claim 2, wherein, The damping device (50) comprises a first spring (501), a second sleeve (502) and a second spring (503); One end of the first spring (501) is connected with the first pedal arm (20), and the other end is connected with the second sleeve (502); The second sleeve (502) is slidingly connected with the transmission unit (403); The second spring (503) is sleeved on the second sleeve (502) and the transmission unit (403), one end of the second spring (503) is in contact with the second sleeve (502), and the other end is in contact with the transmission unit (403).

4. The pedal assembly of claim 3, wherein, The transmission unit (403) comprises a third sleeve (4031); One side of the third sleeve (4031) close to the first sleeve (402) is threadedly connected with the first sleeve (402), and the third sleeve (4031) is movably connected with the support frame (30).

5. The pedal assembly of claim 3, wherein, The transmission unit (403) comprises a fourth sleeve (4032) and a fifth sleeve (4033); The fourth sleeve (4032) is threadedly connected with the first sleeve (402), and the fourth sleeve (4032) is movably connected with the support frame (30); The fifth sleeve (4033) is at least partially sleeved on the fourth sleeve (4032), one end of the damping device (50) is hingedly connected with the first pedal arm (20), and the other end is sleeved on the fifth sleeve (4033).

6. The pedal assembly of claim 3, wherein, The damping device (50) further comprises a push rod (504); One end of the push rod (504) is hingedly connected with the first pedal arm (20), and the other end is connected with the transmission unit (403). The side wall of the push rod (504) near the transmission unit (403) is a tapered surface, and the diameter of the push rod (504) gradually decreases in the direction from the side away from the first sleeve (402) to the side near the first sleeve (402); The inner diameter of the transmission unit (403) matches the diameter of the push rod (504) in the direction from the side away from the first sleeve (402) to the side near the first sleeve (402); The first spring (501) is sleeved on the push rod (504), one end of the first spring (501) is in contact with the push rod (504), and the other end is in contact with the second sleeve (502); The transmission unit (403) is sleeved on the push rod (504).

7. The pedal assembly of claim 1, wherein, The transmission device (40) comprises a second gear (404) and a rack (405); The damping device (50) comprises a friction block (505); The first motor (10) is in transmission connection with the second gear (404), and the rack (405) is in meshing connection with the second gear (404); The rack (405) and the friction block (505) are in abutment, and the friction block (505) is arranged in the support frame (30); The friction block (505) is in abutment with the first pedal arm (20).

8. The pedal assembly of any of claims 1-7, wherein, The pedal assembly further comprises a second motor (60), and the transmission device (40) further comprises a third gear (406) and a first rotating unit (407); The first rotating unit (407) comprises a first rotating shaft (4071), a second rotating shaft (4072), a first connecting piece (4073), a third rotating shaft (4074), and a sixth sleeve (4075); The third gear (406) is in meshing connection with the first rotating shaft (4071); The first rotating shaft (4071) and the second rotating shaft (4072) are coaxially arranged, the first rotating shaft (4071) and the second rotating shaft (4072) are movably connected with the support frame (30), and the first rotating shaft (4071) and the second rotating shaft (4072) are fixedly connected with the first connecting piece (4073); The third rotating shaft (4074) is fixedly connected with the first connecting piece (4073); The first pedal arm (20) is fixedly connected with the sixth sleeve (4075), and the sixth sleeve (4075) is sleeved on the third rotating shaft (4074) and is in rotation connection with the third rotating shaft (4074).

9. The pedal assembly of claim 8, wherein, The pedal assembly further comprises a second pedal arm (70); The transmission device (40) further comprises a second rotating unit (408); The second rotating unit (408) comprises a fourth rotating shaft (4081), a fifth rotating shaft (4082), a second connecting piece (4083), a sixth rotating shaft (4084), and a seventh sleeve (4085); The third gear (406) is in meshing connection with the fourth rotating shaft (4081); The fourth rotating shaft (4081) and the fifth rotating shaft (4082) are coaxially arranged with the first rotating shaft (4071) and the second rotating shaft (4072), and the fourth rotating shaft (4081) and the fifth rotating shaft (4082) are movably connected with the support frame (30); The fourth rotating shaft (4081) and the fifth rotating shaft (4082) are movably connected with the third gear (406) of the second motor (60), and the fourth rotating shaft (4081) and the fifth rotating shaft (4082) are fixedly connected with the second connecting piece (4083); The sixth rotating shaft (4084) is fixedly connected with the second connecting piece (4083); The second pedal arm (70) is fixedly connected with the seventh sleeve (4085), the seventh sleeve (4085) is sleeved on the sixth rotating shaft (4084) and is rotatably connected with the sixth rotating shaft (4084).

10. A vehicle characterized by comprising: The vehicle comprises the pedal assembly according to any one of claims 1-9.

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