Accelerator pedal device control method and accelerator pedal device

Abstract

The invention discloses a control method of an accelerator pedal device and the accelerator pedal device, and belongs to the technical field of vehicles, the accelerator pedal device is applied to a vehicle, the accelerator pedal device comprises a pedal piece, a locking mechanism and a triggering piece, and the locking mechanism has a locking state and an unlocking state; the control method of the accelerator pedal device comprises the steps that a collision signal of a vehicle is obtained; based on the collision signal, judging whether the vehicle meets a frontal collision condition or not; when the vehicle meets the frontal collision condition, the trigger piece is controlled to act, and the locking mechanism is switched from the unlocking state to the locking state so as to limit rotation of the pedal piece; when the vehicle meets the frontal collision condition, the trigger piece is controlled to act, so that the locking mechanism is switched from the unlocking state to the locking state, the pedal piece is mechanically locked through the locking mechanism, rotation of the pedal piece is fundamentally avoided, secondary acceleration of the vehicle due to the fact that the pedal piece is treaded down again is avoided, and the safety performance of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a control method for an accelerator pedal device and an accelerator pedal device. Background Technology

[0002] With the continuous development of safety technology, vehicle passive safety systems are becoming increasingly sophisticated. However, in the instant of a frontal collision, due to the violent impact and the driver's instinctive reaction, the driver's foot may remain pressed down on the pedal due to inertia or in a panic, causing the engine or electric motor to continue outputting power, resulting in a secondary acceleration of the vehicle.

[0003] In related technologies, when a frontal collision is detected, the pedal components are removed to make it difficult for the driver's foot to contact them. However, even if the pedal components are removed, the driver's foot or other uncertain factors may still cause them to be touched, resulting in the pedals being pressed again, causing the vehicle to accelerate a second time and affecting its safety performance. Summary of the Invention

[0004] One of the objectives of this application is to provide a control method for an accelerator pedal device, which improves the safety performance of a vehicle and at least partially solves the aforementioned technical problems.

[0005] Another objective of this application is to provide an accelerator pedal device.

[0006] To achieve the above objectives, according to a first aspect of this application, a control method for an accelerator pedal device is provided. The accelerator pedal device is applied to a vehicle and includes a pedal component, a locking mechanism, and a trigger component. The locking mechanism has a locked state and an unlocked state. The control method for the accelerator pedal device includes: Obtain vehicle collision signals; Based on the collision signal, determine whether the vehicle meets the conditions for a frontal collision; When the vehicle meets the conditions for a frontal collision, the control trigger is activated, and the locking mechanism switches from the unlocked state to the locked state to restrict the rotation of the pedal components.

[0007] Optionally, the vehicle includes collision sensors and a controller; Obtaining vehicle collision signals specifically includes: Collision sensors acquire the vehicle's acceleration signals; When the acceleration signal reaches the first threshold, the controller distinguishes the collision waveform of the acceleration signal.

[0008] Optionally, based on the collision signal, it is determined whether the vehicle meets the conditions for a frontal collision, specifically including: When the acceleration signal reaches the second threshold and the collision waveform differentiation result of the acceleration signal meets the preset requirements, the vehicle meets the frontal collision condition, and the second threshold is greater than the first threshold.

[0009] Optionally, the trigger includes a relay; Controlling the trigger's actions, specifically including: The controller sends a power-off signal and controls the relay to turn off the power.

[0010] Optionally, the trigger includes a trigger block; Controlling the trigger's actions, specifically including: After receiving the power failure signal, the relay releases the trigger block.

[0011] According to a second aspect of this application, an accelerator pedal device is provided, which is applied to a vehicle. The accelerator pedal device includes a pedal component, a locking mechanism, and a trigger component. The locking mechanism has a locked state and an unlocked state. The trigger component is configured to switch from the unlocked state to the locked state through the locking mechanism when the vehicle meets the frontal collision conditions, so as to restrict the rotation of the pedal component.

[0012] Optionally, the locking mechanism includes a rotating wheel and a movable member. The rotating wheel is connected to the pedal member, and the triggering member includes a relay and a trigger block. The triggering member is configured to drive the movable member to engage with the rotating wheel after the trigger block is released by the relay.

[0013] Optionally, the trigger includes a first elastic element that connects the trigger block to the relay so as to actuate the trigger block after the relay releases the trigger block.

[0014] Optionally, in the unlocked state, the trigger block disengages from the moving part; in the locked state, the trigger block and the moving part abut against each other; or... When locked, the trigger block disengages from the moving part.

[0015] Optionally, the vehicle includes a body, and the locking mechanism includes a second elastic member that connects the movable member to the body. The second elastic member is configured to disengage the movable member from the rotating wheel when the vehicle does not meet the frontal collision conditions.

[0016] Optionally, the locking mechanism has a limiting channel, and the moving member is configured to slide along the extending direction of the limiting channel, the extending direction of the limiting channel intersecting the axis of the rotating wheel; or, The direction of extension of the limiting channel is parallel to the axis of the rotating wheel.

[0017] In the control method of the accelerator pedal device in this application embodiment, when the vehicle meets the frontal collision conditions, the locking mechanism is switched from the unlocked state to the locked state by controlling the action of the trigger member. The locking mechanism is used to mechanically lock the pedal member, fundamentally preventing the pedal member from rotating and preventing the pedal member from being pressed down again, thus preventing the vehicle from accelerating again and improving the vehicle's safety performance. Attached Figure Description To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0019] Figure 1 This is a schematic diagram of the overall structure of the accelerator pedal device in an exemplary embodiment of this disclosure; Figure 2 This is a schematic diagram of the control logic of the control method for the accelerator pedal device in an exemplary embodiment of the present disclosure; Figure 3 This is a schematic diagram of the control logic for step S10 of the control method for the accelerator pedal device in an exemplary embodiment of this disclosure; Figure 4 This is a collision waveform curve diagram of the collision sensor under various operating conditions in an exemplary embodiment of this disclosure; Figure 5 This is a schematic diagram of the control logic of a control method for an accelerator pedal device in another exemplary embodiment of this disclosure.

[0020] Explanation of reference numerals in the attached figures: 1. Pedal components; 2. Locking mechanism; 21. Rotating wheel; 22. Moving part; 23. Second elastic element; 24. Limiting channel; 3. Trigger; 31. Relay; 311. Release channel; 32. Trigger block; 33. First elastic element. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0022] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0023] In the various figures of this application, for ease of illustration, certain dimensions of structures or parts may be exaggerated relative to other structures or parts; therefore, they are only used to illustrate the basic structure of the subject matter of this application.

[0024] According to the first aspect of this application, referring to Figure 1 An accelerator pedal device is provided for use in a vehicle. The accelerator pedal device includes a pedal component 1, a locking mechanism 2, and a trigger component 3. The locking mechanism 2 has a locked state and an unlocked state.

[0025] In this embodiment, in the locked state, the locking mechanism 2 can lock the pedal component 1. In the locked state, the locking mechanism 2 can prevent the pedal component 1 from moving along the pedaling direction (e.g., ...). Figure 1 The pedal 1 rotates clockwise to prevent the driver from pressing it again during a vehicle collision (e.g., a frontal collision), thus preventing secondary acceleration. In the unlocked state, the locking mechanism 2 releases the pedal 1, allowing it to rotate freely.

[0026] For example, pedal component 1 can be a cantilever pedal (such as...) Figure 1 Alternatively, a floor-mounted pedal can be used, which allows the vehicle to accelerate by stepping on the pedal component 1.

[0027] In some embodiments, the trigger 3 is configured to switch from an unlocked state to a locked state via the locking mechanism 2 when the vehicle meets the frontal collision conditions, so as to restrict the rotation of the pedal component 1.

[0028] In this embodiment, when the vehicle meets the conditions for a frontal collision, the locking mechanism 2 is switched from the unlocked state to the locked state by controlling the action of the trigger 3. This mechanically locks the pedal component 1, fundamentally preventing the pedal component 1 from rotating and preventing the pedal component 1 from being pressed down again, thus preventing the vehicle from accelerating again and improving the vehicle's safety performance.

[0029] In some embodiments, the vehicle includes a collision sensor (not shown) and a controller (not shown).

[0030] In this embodiment, the collision sensor can be positioned at the front of the vehicle to improve the detection accuracy of frontal collisions. The controller receives the detection signal from the collision sensor and can control the trigger 3 to perform its actions.

[0031] For example, the controller can be an airbag control unit (ACU) or an electronic control unit (ECU). When the controller uses an airbag control unit, it can share the same controller as the airbag, simplifying the control logic of the ECU and reducing its cost. When the controller uses an ECU, it can work in conjunction with the ECU for unified control, improving control accuracy and enhancing vehicle safety.

[0032] In some embodiments, continue to refer to Figure 1 As shown, the trigger 3 includes a relay 31.

[0033] In this embodiment, the relay 31 has a power-off state and a power-on state. In the power-off state, the trigger 3 can drive the locking mechanism 2 to switch from the unlocked state to the locked state. In the power-on state, the trigger 3 does not operate, so the locking mechanism 2 will not switch from the unlocked state to the locked state, and the pedal 1 can rotate normally.

[0034] In some embodiments, continue to refer to Figure 1 As shown, the trigger 3 includes a trigger block 32.

[0035] In this embodiment, when the relay 31 is energized, it can restrict the action of the trigger block 32 to avoid affecting the normal pedaling of the pedal component 1. When the relay 31 is de-energized, the relay 31 releases the restriction on the trigger block 32, and the trigger block 32 can act, that is, the trigger locking mechanism 2 switches from the unlocked state to the locked state.

[0036] For example, the vehicle includes a body (not shown in the figure), and the relay 31 can be connected to the vehicle body.

[0037] In some embodiments, continue to refer to Figure 1 As shown, the locking mechanism 2 includes a rotating wheel 21 and a movable part 22, with the rotating wheel 21 connected to the pedal part 1.

[0038] In this embodiment, after the rotating wheel 21 is connected to the pedal component 1, the rotating wheel 21 and the pedal component 1 can maintain synchronous rotation. For example, when the rotating wheel 21 is locked, the pedal component 1 cannot rotate. When the rotating wheel 21 is unlocked, the pedal component 1 can rotate freely.

[0039] For example, the rotating wheel 21 can be a planetary gear, and the movable member 22 has a toothed structure that meshes with the planetary gear. When the rotating wheel 21 is engaged with the movable member 22 (i.e., when the locking mechanism 2 is in the locked state), the movable member 22 can lock the rotating wheel 21 in both directions. At this time, the rotating wheel 21 cannot rotate clockwise or counterclockwise, so the pedal member 1 cannot rotate in the pedaling direction and the return direction (e.g., ...). Figure 1 Rotate counterclockwise to achieve bidirectional locking of pedal component 1.

[0040] In some embodiments not shown, the rotating wheel 21 can also be a ratchet, and the movable member 22 can be a pawl. When the rotating wheel 21 is engaged with the movable member 22 (i.e., when the locking mechanism 2 is in the locked state), the movable member 22 can unidirectionally lock the rotating wheel 21, thereby preventing the pedal member 1 from rotating in the pedaling direction, thus achieving unidirectional locking of the pedal member 1. That is, the reset direction of the pedal member 1 is not locked; as long as it is ensured that the pedal member 1 cannot rotate in the pedaling direction, secondary acceleration can also be avoided.

[0041] According to a second aspect of this disclosure, a control method for an accelerator pedal device is provided. This control method is applicable to the aforementioned accelerator pedal device, which possesses all the aforementioned beneficial effects, which will not be elaborated further herein.

[0042] Reference Figure 2 As shown, a control method for an accelerator pedal device includes the following steps: S10. Obtain the vehicle's collision signal; S20. Based on the collision signal, determine whether the vehicle meets the conditions for a frontal collision; S30. When the vehicle meets the conditions for a frontal collision, the control trigger 3 is activated, and the locking mechanism 2 switches from the unlocked state to the locked state to restrict the rotation of the pedal component 1.

[0043] In this embodiment, in step S10, during the vehicle's driving process, collision signals of the vehicle are acquired at preset time intervals.

[0044] In this embodiment, in step S30, when the vehicle does not meet the frontal collision conditions, the trigger 3 does not operate, the locking mechanism 2 remains unlocked, and the pedal 1 can rotate freely to meet the normal driving needs of the vehicle.

[0045] In this embodiment, when the vehicle meets the conditions for a frontal collision, the locking mechanism 2 is switched from the unlocked state to the locked state by controlling the action of the trigger 3. This mechanically locks the pedal component 1, fundamentally preventing the pedal component 1 from rotating and improving the vehicle's safety performance.

[0046] In some embodiments, in conjunction with reference Figure 3As shown, obtaining the vehicle's collision signal specifically includes the following steps: S101, The collision sensor acquires the vehicle's acceleration signal; S102. When the acceleration signal reaches the first threshold, the controller distinguishes the collision waveform of the acceleration signal.

[0047] In this embodiment, when detecting collision signals, a comprehensive judgment is made by distinguishing between acceleration signals and collision waveforms, thereby improving the accuracy of collision signal acquisition, avoiding misjudgment of collision signals, and ensuring the normal operation of the vehicle.

[0048] In this embodiment, in step S101, when the acceleration signal does not reach the first threshold, the controller does not distinguish between collision waveforms, thereby reducing the controller's energy consumption.

[0049] In this embodiment, in step S102, the controller is used to receive acceleration signals and record the received acceleration signals to form a collision waveform curve (e.g., Figure 4 By setting a first threshold, it is possible to distinguish between a collision and minor bumps encountered during normal driving. For example, ... Figure 4 When a vehicle travels over a pothole, the value of the collision waveform curve is below the first threshold.

[0050] For example, step S101 can be a standby state, where only the acceleration signal is acquired. When the vehicle is in motion, the collision sensor is activated for detection. The collision sensor acquires the vehicle's acceleration signal at preset time intervals, which can further reduce the vehicle's energy consumption.

[0051] For example, the first threshold can be between 60 m / s 2 With 70m / s 2 Between, for example, 60m / s 2 61m / s 2 62m / s 2 63m / s 2 64m / s 2 65m / s 2 66m / s 2 67m / s 2 68m / s 2 69m / s 2 70m / s 2 Of course, the first threshold can also be between 60 m / s. 2 With 70m / s 2 Any value between.

[0052] For example, in step S102, the controller distinguishes the acceleration signal based on the collision waveform. This can be achieved by using the airbag controller to decompose the acceleration signal into velocity and displacement, thereby comprehensively determining whether a frontal collision has occurred. Alternatively, it can be achieved by using multiple collision sensors (e.g., two sensors on the left and right sides of the front of the vehicle, or three sensors on the left, center, and right sides of the front of the vehicle) to determine whether the corresponding thresholds are met.

[0053] In some embodiments, in conjunction with reference Figure 5 As shown, based on the collision signal, it is determined whether the vehicle meets the conditions for a frontal collision, specifically including: When the acceleration signal reaches the second threshold and the collision waveform differentiation result of the acceleration signal meets the preset requirements, the vehicle meets the frontal collision condition, and the second threshold is greater than the first threshold.

[0054] In this embodiment, in step S20, the vehicle can only be judged to meet the frontal collision conditions when the acceleration signal reaches the second threshold and the collision waveform differentiation result meets the preset conditions, thus avoiding misjudgment and triggering the locking of the pedal component 1, and improving the accuracy of control.

[0055] In this embodiment, the second threshold is greater than the first threshold, which can distinguish between a high-speed collision and a minor collision during normal driving. For example, Figure 4 When a vehicle is involved in a low-speed collision, although the value of the collision waveform curve is greater than the first threshold, the value of the collision waveform curve is lower than the second threshold. Therefore, by increasing the second threshold, it is possible to accurately judge the vehicle collision situation.

[0056] In this embodiment, the collision waveform differentiation result meets the preset conditions, which means that the collision waveform has only a single peak, and the waveform of the single peak is relatively steep. This method can effectively distinguish it from the waveform of a low-speed collision (e.g., a low-speed collision has multiple peaks), and can achieve accurate judgment of vehicle collision conditions.

[0057] For example, such as Figure 4 In step S20, the waveform of the high-speed collision of the vehicle and the acceleration signal reach the second threshold, and the collision waveform differentiation result meets the preset conditions.

[0058] For example, the first threshold can be between 150 m / s 2 With 160m / s 2 Between, for example, 150m / s 2 151m / s 2 152m / s 2 153m / s 2 154m / s 2 155m / s 2 156m / s2 157m / s 2 158m / s 2 159m / s 2 160m / s 2 Of course, the first threshold can also be between 150 m / s. 2 With 160m / s 2 Any value between.

[0059] In some embodiments, continue to refer to Figure 5 As shown, the action of the control trigger 3 includes: The controller sends a power-off signal and controls relay 31 to de-energize.

[0060] In this embodiment, in step S30, when the vehicle meets the frontal collision conditions, the controller sends a power-off signal and controls the relay 31 to de-energize, so that the locking mechanism 2 switches from the unlocked state to the locked state.

[0061] In this embodiment, in step S30, the relay 31 is de-energized to control the trigger 3 to operate, so that the trigger 3 responds quickly and can immediately control the locking mechanism 2 to switch to the locked state, thereby quickly locking the pedal component 1 and preventing the vehicle from accelerating again.

[0062] For example, by controlling the relay 31 to cut off the power, the action of the trigger 3 can be achieved, which can still work under extreme conditions of the vehicle (such as power failure).

[0063] In some embodiments, continue to refer to Figure 5 As shown, the action of the control trigger 3 includes: After receiving the power failure signal, relay 31 releases trigger block 32.

[0064] In this embodiment, after obtaining the power failure signal in step S30, the relay 31 releases the trigger block 32.

[0065] In this embodiment, in step S30, after the relay 31 is de-energized, the trigger block 32 can be released. The movement of the trigger block 32 is used to operate the locking mechanism 2 to switch states, thus realizing mechanical triggering.

[0066] In some embodiments, the trigger 3 is configured to drive the movable member 22 to engage with the rotating wheel 21 after the trigger block 32 is released by the relay 31.

[0067] In this embodiment, in step S30, after the trigger block 32 is released, when it performs an action, it can drive the movable part 22 to engage with the rotating wheel 21, thereby switching the locking mechanism from the unlocked state to the locked state.

[0068] For example, in the locked state, the movable member 22 engages with the rotating wheel 21, and neither the rotating wheel 21 nor the pedal member 1 can rotate (e.g., unidirectional or bidirectional rotation). In the unlocked state, the movable member 22 disengages from the rotating wheel 21, and both the rotating wheel 21 and the pedal member 1 can rotate freely.

[0069] In some embodiments, continue to refer to Figure 1 As shown, the trigger 3 includes a first elastic element 33, which connects the trigger block 32 to the relay 31 so as to drive the trigger block 32 to operate after the relay 31 releases the trigger block 32.

[0070] In this embodiment, after the trigger block 32 is released in step S30, the first elastic element 33 provides the driving force required for the movement of the trigger block 32 (i.e., a mechanical driving method is adopted), so there is no need to set up an additional driving element, which simplifies the structure of the trigger element 3 and reduces the manufacturing and use cost of the accelerator pedal device.

[0071] In this embodiment, the trigger 3 uses the relay 31 to realize the instantaneous response of the trigger signal, and the first elastic element 33 drives the trigger block 32 to move to realize mechanical drive. Together, they realize the combination of electrical control and mechanical drive, ensuring that the trigger 3 can operate quickly and reliably.

[0072] In this embodiment, after the relay 31 releases the trigger block 32, the first elastic element 33 drives the trigger block 32 to move, and the first elastic element 33 can keep the movable element 22 engaged with the rotating wheel 21, ensuring that the locking mechanism 2 is stably locked.

[0073] For example, after the trigger block 32 is released by the relay 31, it is driven by the first elastic element 33 (e.g., the deformation force generated by elastic deformation), thereby driving the movable element 22 to move toward the rotating wheel 21 and engage with it. After the movable element 22 engages with the rotating wheel 21, the trigger block 32 is continuously subjected to the deformation force of the first elastic element 33 (i.e., the first elastic element can provide a preload force for the trigger block 32), which allows the trigger block 32 to continuously press the movable element 22 against the rotating wheel 21, ensuring that the movable element 22 and the rotating wheel 21 maintain a stable engagement state, preventing disengagement, ensuring that the locking mechanism 2 is stably locked, and restricting the rotation of the pedal 1.

[0074] For example, the first elastic element 33 may be a compression spring.

[0075] In some embodiments, continue to refer to Figure 1 As shown, in the unlocked state, the trigger block 32 and the movable part 22 disengage, and in the locked state, the trigger block 32 and the movable part 22 abut against each other.

[0076] In this embodiment, in step S30, after the trigger block 32 drives the movable part 22 to engage with the rotating wheel 21, the locking mechanism 2 can be kept in the locked state. At this time, the movable part 22 is continuously abutted by the trigger block 32, ensuring that the locking mechanism 2 is stably in the locked state.

[0077] For example, the relay 31 has a release channel 311. In the energized state, the relay 31 can confine the trigger block 32 within the release channel 311, at which time the first elastic member 33 is compressed. In the de-energized state, the trigger block 32 is released, and after the first elastic member 33 rebounds, it can drive the trigger block 32 to disengage from the release channel 311. After disengaging from the release channel 311, the trigger block 32 abuts against the movable member 22 and drives the movable member 22 to engage with the rotating wheel 21.

[0078] In other embodiments, when locked, the trigger block 32 disengages from the movable member 22.

[0079] In this embodiment, when the trigger 3 fails, the movable part 22 uses the inertia generated by the collision to engage with the rotating wheel 21, at which time the trigger block 32 and the movable part 22 do not abut against each other.

[0080] In this embodiment, the trigger block 32 drives the movable member 22 to move by abutting, meaning there is no connection between the two. This allows the movable member 22 to move independently of the trigger block 32. When a collision occurs (e.g., a frontal collision), the movable member 22 can engage with the rotating wheel 21 using its inertia to lock the pedal component 1. This provides a backup physical locking solution in special circumstances (e.g., if the trigger 3 fails), improving vehicle safety. Moreover, when the movable member 22 cannot engage with the rotating wheel 21 using its inertia, the action of the trigger 3 can still engage the movable member 22 with the rotating wheel 21, providing double protection for the accelerator pedal device.

[0081] In some embodiments, continue to refer to Figure 1 As shown, the locking mechanism 2 includes a second elastic member 23, which connects the movable member 22 to the vehicle body. The second elastic member 23 is configured to drive the movable member 22 to disengage from the rotating wheel 21 when the vehicle does not meet the frontal collision conditions.

[0082] In this embodiment, in step S10, when the vehicle does not meet the frontal collision conditions, the second elastic member 23 drives the movable member 22 to remain disengaged from the rotating wheel 21, thereby making the locking mechanism 2 in an unlocked state and avoiding affecting the normal operation of the pedal member 1.

[0083] In this embodiment, when the trigger 3 fails, the movable part 22 engages with the rotating wheel 21 by inertia, and the second elastic part 23 can be used to reset the movable part 22, so that the pedal part 1 can return to normal after a brief lock.

[0084] For example, the second elastic element 23 may be a tension spring.

[0085] In some embodiments, continue to refer to Figure 1 As shown, the locking mechanism 2 has a limiting channel 24, and the movable member 22 is configured to slide along the extending direction of the limiting channel 24, which intersects the axis of the rotating wheel 21.

[0086] In this embodiment, the movable member 22 slides along the extension direction of the limiting channel 24 to engage or disengage with the rotating wheel 21. The movable member 22 can only translate along the limiting channel 24, thereby limiting the rotation of the rotating wheel 21 when the movable member 22 is engaged with the rotating wheel 21, thus limiting the rotation of the pedal member 1 and locking the pedal member 1.

[0087] In this embodiment, when the extension direction of the limiting channel 24 intersects with the axis of the rotating wheel 21, the space of the locking mechanism 2 along the axial direction of the rotating wheel 21 can be saved.

[0088] In other embodiments, the direction of extension of the limiting channel 24 is parallel to the axis of the rotating wheel 21.

[0089] In this embodiment, the extension direction of the limiting channel 24 is parallel to the axis of the rotating wheel 21, which can save the space of the locking mechanism 2 along the radial direction of the rotating wheel 21.

[0090] For example, the limiting channel 24 can extend in the horizontal direction. When the movable member 22 needs to be locked by inertia, the limiting channel 24 can extend in the front-back direction, so that after the movable member 22 is subjected to forward inertia, it can move forward and engage with the rotating wheel 21.

[0091] For example, considering that the acceleration of a normal vehicle does not exceed 1.5g during normal acceleration, but can reach 10g (e.g., 15g) or more during a collision, the resistance experienced by the movable part 22 in the limiting channel 24 and the restoring force of the second elastic member 23 can be designed accordingly to avoid displacement of the movable part 22 during normal acceleration or in non-collision states.

[0092] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0093] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0094] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0095] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A control method for an accelerator pedal device, characterized in that, An accelerator pedal device is used in a vehicle. The accelerator pedal device includes a pedal component, a locking mechanism, and a trigger component. The locking mechanism has a locked state and an unlocked state. The control method for the accelerator pedal device includes: Obtain the collision signal of the vehicle; Based on the collision signal, it is determined whether the vehicle meets the conditions for a frontal collision; When the vehicle meets the frontal collision conditions, the trigger is activated, and the locking mechanism switches from the unlocked state to the locked state to restrict the rotation of the pedal component.

2. The control method for the accelerator pedal device as described in claim 1, characterized in that, The vehicle includes collision sensors and a controller; Acquiring the collision signal of the vehicle specifically includes: The collision sensor acquires the vehicle's acceleration signal; When the acceleration signal reaches the first threshold, the controller distinguishes the collision waveform of the acceleration signal.

3. The control method for the accelerator pedal device as described in claim 2, characterized in that, Based on the collision signal, determining whether the vehicle meets the conditions for a frontal collision specifically includes: When the acceleration signal reaches the second threshold and the collision waveform differentiation result of the acceleration signal meets the preset requirements, the vehicle meets the frontal collision condition, and the second threshold is greater than the first threshold.

4. The control method for the accelerator pedal device as described in claim 2, characterized in that, The triggering element includes a relay; Controlling the action of the trigger specifically includes: The controller sends a power-off signal and controls the relay to disconnect from power.

5. The control method for the accelerator pedal device as described in claim 4, characterized in that, The trigger element includes a trigger block; Controlling the action of the trigger specifically includes: Upon receiving the power-off signal, the relay releases the trigger block.

6. An accelerator pedal device, characterized in that, The accelerator pedal device is applied to a vehicle. The accelerator pedal device includes a pedal component, a locking mechanism, and a trigger component. The locking mechanism has a locked state and an unlocked state. The trigger component is configured to switch from the unlocked state to the locked state through the locking mechanism when the vehicle meets the frontal collision conditions, so as to restrict the rotation of the pedal component.

7. The accelerator pedal device as described in claim 6, characterized in that, The locking mechanism includes a rotating wheel and a movable component. The rotating wheel is connected to the pedal component. The triggering component includes a relay and a trigger block. The triggering component is configured to drive the movable component to engage with the rotating wheel after the trigger block is released by the relay.

8. The accelerator pedal device as described in claim 7, characterized in that, The trigger element includes a first elastic element that connects the trigger block to the relay so as to drive the trigger block to actuate after the relay releases the trigger block.

9. The accelerator pedal device as described in claim 7, characterized in that, In the unlocked state, the trigger block is disengaged from the movable component; in the locked state, the trigger block and the movable component are in contact. Alternatively... In the locked state, the trigger block disengages from the movable component.

10. The accelerator pedal device as claimed in claim 7, characterized in that, The vehicle includes a body, and the locking mechanism includes a second elastic member that connects the movable member to the body. The second elastic member is configured to disengage the movable member from the rotating wheel when the vehicle does not meet the frontal collision conditions.

11. The accelerator pedal device as claimed in claim 7, characterized in that, The locking mechanism has a limiting channel, and the movable member is configured to slide along the extending direction of the limiting channel, the extending direction of the limiting channel intersecting the axis of the rotating wheel; or, The extension direction of the limiting channel is parallel to the axis of the rotating wheel.

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