Vehicle pedal motor assembly and vehicle electric pedal system

Abstract

The invention relates to the technical field of automobile accessories, in particular to an automobile pedal motor assembly and an automobile electric pedal system.The automobile pedal motor assembly comprises a rack, a speed reducing mechanism and a motor body, and a containing cavity is formed in one side of the rack; the speed reducing mechanism is mounted in the accommodating cavity; the motor body is connected to the rack and located outside the containing cavity, and a rotating shaft of the motor body extends into the containing cavity so as to drive the speed reducing mechanism in the containing cavity. Compared with the prior art, the accommodating cavity is formed in one side of the rack, the speed reducing mechanism is directly mounted in the accommodating cavity, and the rotating shaft of the motor body extends into the accommodating cavity to drive the speed reducing mechanism, so that the structural form that a speed reducing box and the rack are mutually independent in the conventional design is changed, and the speed reducing mechanism is integrated into the accommodating cavity of the rack; and a rack die does not need to be manufactured again to adapt to reduction gearbox end cover structures of motors with different powers and brands, so that the die development cost can be reduced, and the die development period can be shortened.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and in particular to a vehicle pedal motor assembly and a vehicle electric pedal system. Background Technology

[0002] Vehicle step kits are automatic retractable devices used in commercial vehicles, off-road vehicles, SUVs, pickup trucks, and other vehicles with high chassis. They extend automatically when the door is opened and retract automatically when the door is closed, making it easier for users to get in and out of the vehicle, especially providing convenience for women and children.

[0003] Conventional automotive pedal assemblies use a motor with a reducer as the drive unit. The reducer is integrated with the motor body and internally achieves speed reduction and torque increase through a two-stage meshing transmission of worm gear, worm wheel and double gear. The output shaft transmits power to the pedal structure to complete the extension and retraction action.

[0004] However, in the conventional design described above, the gearbox and frame of the motor assembly are independent structures. Different power and brand motors correspond to different gearbox end cover structures. This means that every time a new motor is replaced, a new set of frame molds that are adapted to the motor gearbox end cover assembly structure and assembly space must be made for the pedal assembly system, which increases the mold development cost and cycle. Summary of the Invention

[0005] This application provides a vehicle pedal motor assembly and a vehicle electric pedal system to solve the technical problem that in the prior art, a new set of frame molds adapted to the assembly structure and assembly space of the motor gearbox end cover needs to be made every time a new motor is replaced, which increases the mold development cost and cycle.

[0006] In a first aspect, this application proposes a vehicle pedal motor assembly, comprising:

[0007] A frame, wherein a receiving cavity is provided on one side of the frame;

[0008] A speed reduction mechanism is installed within the accommodating cavity;

[0009] The motor body is connected to the frame and located outside the accommodating cavity. The rotating shaft of the motor body extends into the accommodating cavity to drive the reduction mechanism inside the accommodating cavity.

[0010] Furthermore, the deceleration mechanism includes a first transmission pair, a second transmission pair, and an output shaft. The rotating shaft, the first transmission pair, the second transmission pair, and the output shaft are sequentially connected in a transmission manner. The helix angle between the first transmission pair and the second transmission pair is less than the equivalent self-locking angle.

[0011] Furthermore, the first transmission pair includes a first-stage worm and a first-stage gear, and the second transmission pair includes a second-stage worm and a second-stage gear;

[0012] The first-stage worm gear is fixedly installed on the rotating shaft and meshes with the first-stage gear. The first-stage gear is coaxially arranged with the second-stage worm gear and is fixedly installed on the output shaft and meshes with the second-stage worm gear.

[0013] Furthermore, the accommodating cavity includes a motor cavity, an intermediate cavity, and an output cavity. The rotating shaft and the first-stage worm gear are installed in the motor cavity, the first-stage gear and the second-stage worm gear are installed in the intermediate cavity, and the second-stage gear and the output shaft are installed in the output cavity.

[0014] Furthermore, a first mounting part is provided at the opening of the motor cavity, a second mounting part is provided at the opening of the intermediate cavity, and a third mounting part is provided at the opening of the output cavity;

[0015] The first mounting part is connected to the mounting flange on the motor body, the second mounting part is connected to an intermediate end cover for closing the intermediate cavity, and the third mounting part is connected to an output end cover for closing the output cavity and supporting the output shaft.

[0016] Secondly, this application also proposes an electric pedal system for vehicles, including: a vehicle pedal motor assembly, a pedal bracket, an active linkage, and a passive linkage as described in the first aspect;

[0017] One end of both the active linkage and the passive linkage is movably connected to the frame, and the other end is movably connected to the pedal bracket.

[0018] Furthermore, the frame is also provided with a front end plate and a rear end plate, and a passive connecting rod shaft and the output shaft of the reduction mechanism are passed through the front end plate and the rear end plate. One end of the passive connecting rod frame is rotatably connected to the passive connecting rod shaft, and one end of the active connecting rod frame is rotatably connected to the output shaft.

[0019] Furthermore, one end of the pedal bracket is provided with two suspended arms, and two hinge pins are passed between the two suspended arms. The other ends of the passive linkage and the active linkage are respectively hinged to the two hinge pins.

[0020] Furthermore, the output shaft has a notch, and the notch forms a mounting groove with the side surface of the active linkage near the passive linkage. A limiting block is provided in the mounting groove, and the limiting block abuts against the notch.

[0021] Furthermore, the frame is provided with several mounting holes, through which the frame is mounted on the vehicle frame.

[0022] The technical solutions provided in this application have the following advantages compared with the prior art:

[0023] This application addresses the issue of integrating the gearbox and frame by creating a receiving cavity on one side of the frame and directly mounting the reduction mechanism within it. The rotating shaft of the motor body extends into the receiving cavity to drive the reduction mechanism. This changes the conventional design where the gearbox and frame are independent, integrating the reduction mechanism into the receiving cavity of the frame. This eliminates the need to create new frame molds to accommodate gearbox end cap structures for motors of different power and brands. This not only reduces the cost and time of mold development but also simplifies the assembly process of the motor components and the frame, reducing assembly difficulty. Furthermore, it facilitates the modular design of the reduction mechanism, enabling mass production to further control production costs and improve the product's versatility and market adaptability. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0025] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0027] Figure 1 This is a schematic diagram of the structure of a vehicle pedal motor assembly provided in an embodiment of this application;

[0028] Figure 2 for Figure 1 Schematic diagram of the middle frame;

[0029] Figure 3 for Figure 1 Schematic diagram of the intermediate speed reduction mechanism and the motor body;

[0030] Figure 4 for Figure 1 A structural diagram from another perspective;

[0031] Figure 5 A schematic diagram of a vehicle electric pedal system provided in this application embodiment;

[0032] Figure 6 for Figure 5 Exploded view;

[0033] Figure 7 for Figure 5 A structural diagram excluding the passive linkage;

[0034] Figure 8 for Figure 5 A schematic diagram of the structure of the middle pedal bracket when it moves to its limit.

[0035] Explanation of reference numerals in the attached figures:

[0036] 1. Frame; 11. Receiving cavity; 111. Motor cavity; 112. Intermediate cavity; 113. Output cavity; 114. First mounting part; 115. Second mounting part; 116. Third mounting part; 12. Front end plate; 13. Rear end plate; 14. Mounting hole;

[0037] 2. Reduction mechanism; 21. First transmission pair; 211. First-stage worm gear; 212. First-stage gear; 22. Second transmission pair; 221. Second-stage worm gear; 222. Second-stage gear; 23. Output shaft; 231. Notch; 24. Intermediate end cover; 25. Output end cover;

[0038] 3. Motor body; 31. Rotating shaft;

[0039] 4. Pedal bracket; 41. Cantilever arm; 42. Hinge pin;

[0040] 5. Active linkage; 51. Mounting slot; 52. Limit block;

[0041] 6. Passive linkage bracket; 61. Passive linkage shaft. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0044] For ease of description, spatial relative terms may be used in the text to describe the relative positional relationship or movement of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "front," "back," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure undergoes a positional flip, orientation change, or movement change, these directional indications will change accordingly. For instance, an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0045] To address the technical problem that existing technologies require the creation of a new frame mold to accommodate the motor gearbox end cover assembly structure and space each time a new motor is replaced, thus increasing mold development costs and time, this application addresses this issue by providing a receiving cavity 11 on one side of the frame 1 and directly installing the reduction mechanism 2 within this cavity 11. The rotating shaft 31 of the motor body 3 extends into the receiving cavity 11 to drive the reduction mechanism 2. This changes the conventional design where the gearbox and frame 1 are independent, integrating the reduction mechanism 2 into the receiving cavity 11 of the frame 1. This eliminates the need to create a new frame 1 mold to accommodate gearbox end cover structures of different power and brand motors. This not only reduces mold development costs and time but also simplifies the assembly process between the motor components and the frame 1, reducing assembly difficulty. Furthermore, it facilitates the modular design of the reduction mechanism 2, enabling mass production to further control production costs and improve product versatility and market adaptability.

[0046] Please see Figures 1 to 4This application proposes a vehicle pedal motor assembly, including: a frame 1, a reduction mechanism 2 and a motor body 3. The frame 1 has a receiving cavity 11 on one side; the reduction mechanism 2 is installed in the receiving cavity 11; the motor body 3 is connected to the frame 1 and located outside the receiving cavity 11, and the rotating shaft 31 of the motor body 3 extends into the receiving cavity 11 to drive the reduction mechanism 2 in the receiving cavity 11.

[0047] Specifically, the core of this vehicle pedal motor assembly consists of three parts: a frame 1, a reduction mechanism 2, and a motor body 3. The frame 1 serves as the overall load-bearing foundation, with an integrally formed accommodating cavity 11 on one side. The reduction mechanism 2, as the power reduction core, is integrally assembled and fixed within the accommodating cavity 11, stably fitting against the inner wall of the cavity. The motor body 3, as the power output source, is fixedly installed on the end face of the frame 1 with the accommodating cavity 11, located outside the cavity 11. Its rotating shaft 31 passes through a pre-set hole on the end face of the frame 1 and extends into the accommodating cavity 11 to establish a drive connection with the power input end of the reduction mechanism 2. These three components form an integrated assembly structure. Its working principle is that after the motor body 3 is energized, it outputs rotational power, which is transmitted to the reduction mechanism 2 through the rotating shaft 31. After reduction and torque amplification, the appropriate speed and torque are output to the vehicle pedal actuator to achieve the extension / retraction action. This assembly, through the integrated design of the reduction mechanism 2 and the frame 1, significantly simplifies the overall structure and shortens the assembly process, facilitating mass production and further controlling production costs.

[0048] like Figure 3 As shown, the reduction mechanism 2 includes a first transmission pair 21, a second transmission pair 22, and an output shaft 23. The rotating shaft 31, the first transmission pair 21, the second transmission pair 22, and the output shaft 23 are sequentially connected for transmission. The helix angle of the first transmission pair 21 and the second transmission pair 22 is less than the equivalent self-locking angle.

[0049] Specifically, after the motor body 3 is powered on, the power output from the rotating shaft 31 is sequentially reduced in speed and increased in torque through the first transmission pair 21 and the second transmission pair 22, and finally transmitted to the output shaft 23 to drive the load. The assembly steps are as follows: first transmission pair 21 is installed in the preset mounting position, so that its input end is stably connected to the rotating shaft 31; then the input end of the second transmission pair 22 is adapted to the output end of the first transmission pair 21; at the same time, the output end of the second transmission pair 22 is fixed to the output shaft 23. After completion, it is checked whether the helix angle of each transmission pair meets the design requirement of being less than the equivalent self-locking angle to ensure that the transmission and self-locking performance meet the standards. This reduction mechanism 2 achieves efficient speed reduction and torque increase through two-stage transmission, and the helix angle of both transmission pairs is less than the equivalent self-locking angle, so that the reduction mechanism 2 can achieve reliable self-locking at any position after the power is cut off, effectively preventing the output shaft 23 from rotating in the opposite direction or retracting unexpectedly due to external forces (such as the pedal bearing the force of stepping), which greatly improves the safety of the system.

[0050] It is understood that the first transmission pair 21 and the second transmission pair 22 in this embodiment can adopt different meshing transmission structures. As long as the helix angle parameter meets the design requirements, the connection between the rotating shaft 31 and the first transmission pair 21 can be selected by different methods such as key connection or knurled riveting. The connection between the output shaft 23 and the load can be adapted to different interface forms.

[0051] like Figure 3 As shown, the first transmission pair 21 includes a first-stage worm 211 and a first-stage gear 212, and the second transmission pair 22 includes a second-stage worm 221 and a second-stage gear 222. The first-stage worm 211 is fixedly installed on the rotating shaft 31 and meshes with the first-stage gear 212. The first-stage gear 212 is coaxially arranged with the second-stage worm 221, and the second-stage gear 222 is fixedly installed on the output shaft 23 and meshes with the second-stage worm 221.

[0052] Specifically, the parameters of each transmission component in this embodiment are clearly defined. The parameters of the first-stage worm 211 are: module 1.0, four teeth, pressure angle 14.5 degrees, and helix angle 14.6730°. The parameters of the first-stage gear 212 (helical gear) are: module 1.0, 24 teeth, pressure angle 14.5 degrees, and helix angle 14.6730°. The parameters of the second-stage worm 221 are: module 1.65, single tooth, pressure angle 14.5 degrees, and helix angle 6.2542°. The parameters of the second-stage gear 222 (output gear) are: module 1.65, 21 teeth, pressure angle 14.5 degrees, and helix angle 6.2542°. The helix angles of the first-stage worm 211 and the first-stage gear 212, and the second-stage worm 221 and the second-stage gear 222 are all less than their corresponding equivalent self-locking angles. When the motor is powered on, the rotating shaft 31 drives the first-stage worm 211 to rotate, which in turn drives the first-stage gear 212 to rotate. The second-stage worm 221, which is coaxial with the first-stage gear 212, rotates synchronously, which in turn drives the second-stage gear 222 and the fixedly connected output shaft 23 to rotate. With the help of the two-stage worm-gear transmission with predetermined parameters, precise speed reduction and torque increase are achieved.

[0053] The assembly steps are as follows: First, select the first-stage worm 211, first-stage gear 212, second-stage worm 221, second-stage gear 222, and output shaft 23 according to the parameters. Then, knurl the first-stage worm 211 to the motor rotating shaft 31. Next, assemble the first-stage gear 212 and second-stage worm 221 coaxially, ensuring their coaxiality meets the standard before installing them to the preset position. Adjust the position to ensure precise meshing between the first-stage worm 211 and first-stage gear 212, ensuring the meshing clearance meets design requirements. Then, fix the second-stage gear 222 to the output shaft 23 via a key connection. Install the output shaft 23 and adjust its posture to ensure proper meshing between the second-stage gear 222 and second-stage worm 221. Finally, use an angle measuring tool to verify the helix angle (14.6730°) of the first-stage worm 211 and first-stage gear 212, and the helix angle (6.2542°) of the second-stage worm 221 and second-stage gear 222, confirming that both are less than the equivalent self-locking angle of the corresponding transmission pair. Simultaneously, conduct a trial run to verify the transmission continuity and stability.

[0054] like Figure 2 As shown, the accommodating cavity 11 includes a motor cavity 111, an intermediate cavity 112, and an output cavity 113. The rotating shaft 31 and the first-stage worm gear 211 are installed in the motor cavity 111, the first-stage gear 212 and the second-stage worm gear 221 are installed in the intermediate cavity 112, and the second-stage gear 222 and the output shaft 23 are installed in the output cavity 113.

[0055] Specifically, during the fabrication of the accommodating cavity 11, it is integrally molded into interconnected motor cavity 111, intermediate cavity 112, and output cavity 113. The contours of each cavity are adapted to the shapes of the corresponding mounting components, and a transmission meshing space is reserved at the cavity connections. During assembly, the rotating shaft 31 and the first-stage worm gear 211 are first assembled and then installed into the motor cavity 111, and the motor body 3 is fixed to ensure the stability of the rotating shaft 31. Then, the first-stage gear 212 and the second-stage worm gear 221 are assembled and placed into the intermediate cavity 112, and the position is adjusted so that the first-stage gear 212 precisely meshes with the first-stage worm gear 211 in the motor cavity 111. Finally, the second-stage gear 222 and the output shaft 23 are assembled and then installed into the output cavity 113, and the posture of the output shaft 23 is adjusted so that the second-stage gear 222 adapts to mesh with the second-stage worm gear 221 in the intermediate cavity 112. After completion, the installation gaps and transmission continuity of each component are checked, thereby achieving orderly assembly of transmission components in sections, avoiding mutual interference, improving assembly accuracy and efficiency, and simplifying the overall assembly and subsequent maintenance process.

[0056] like Figure 1-2As shown, a first mounting part 114 is provided at the opening of the motor cavity 111, a second mounting part 115 is provided at the opening of the intermediate cavity 112, and a third mounting part 116 is provided at the opening of the output cavity 113; the first mounting part 114 is connected to the mounting flange on the motor body 3, the second mounting part 115 is connected to the intermediate end cover 24 for closing the intermediate cavity 112, and the third mounting part 116 is connected to the output end cover 25 for closing the output cavity 113 and supporting the output shaft 23.

[0057] Specifically, a first mounting part 114, a second mounting part 115, and a third mounting part 116 are integrally formed at the openings of the motor cavity 111, the intermediate cavity 112, and the output cavity 113, respectively. Each mounting part has a pre-set positioning structure and assembly holes adapted to the corresponding connecting parts. During installation, the mounting flange of the motor body 3 is first precisely aligned with the first mounting part 114 and fixed with fasteners (screws, clips, etc.); then the intermediate end cover 24 is fitted and positioned with the second mounting part 115 and connected with fasteners to close the intermediate cavity 112; finally, the output end cover 25 is aligned and assembled with the third mounting part 116 and fixed with fasteners. This ensures that while the output end cover 25 closes the output cavity 113, its pre-set support structure precisely supports the output shaft 23, ensuring smooth rotation of the output shaft 23. This structure achieves precise positioning and assembly of each component through a cavity mounting section, improving the overall assembly accuracy; the end cover sealing design provides effective protection, preventing impurities from entering and extending the life of transmission components; the output end cover 25 has both sealing and support functions, simplifying the structure while ensuring the operational stability of the output shaft 23.

[0058] Please see Figure 5-8 This application also proposes an electric pedal system for vehicles, including: a vehicle pedal motor assembly as described in the first aspect, a pedal bracket 4, an active linkage 5, and a passive linkage 6; one end of the active linkage 5 and the passive linkage 6 are movably connected to the frame 1, and the other end of the active linkage 5 and the passive linkage 6 are movably connected to the pedal bracket 4.

[0059] Specifically, one end of both the active linkage 5 and the passive linkage 6 is connected to the frame 1 of the vehicle pedal motor assembly via a movable connection structure, and the other end is also connected to the pedal bracket 4 via a movable connection structure, forming an overall structure with the frame 1 as a fixed reference and the double linkages supporting the pedal bracket 4. When the vehicle pedal motor assembly starts, it outputs power to drive the active linkage 5 to rotate around its connection point with the frame 1. The active linkage 5 drives the pedal bracket 4 to move synchronously, while the passive linkage 6 rotates in tandem with the pedal bracket 4 around its two connection points. Thus, the frame 1, active linkage 5, passive linkage 6, and pedal bracket 4 together form a deformable four-bar linkage mechanism, converting the rotational output of the motor assembly into the linear extension and retraction motion of the pedal bracket 4 along a set trajectory, ensuring stable operation and controllable trajectory.

[0060] like Figure 4-5 As shown, the frame 1 is also provided with a front end plate 12 and a rear end plate 13. A passive connecting rod shaft 61 and the output shaft 23 of the reduction mechanism 2 are passed through the front end plate 12 and the rear end plate 13. One end of the passive connecting rod frame 6 is rotatably connected to the passive connecting rod shaft 61, and one end of the active connecting rod frame 5 is rotatably connected to the output shaft 23.

[0061] Specifically, on opposite sides of the frame 1, a front end plate 12 and a rear end plate 13 are fixedly installed in parallel. The passive connecting rod shaft 61 and the output shaft 23 of the reduction mechanism 2 are arranged in parallel to each other. The two ends of the passive connecting rod shaft 61 and the output shaft 23 are respectively passed through and supported on the front end plate 12 and the rear end plate 13. One end of the passive connecting rod frame 6 is rotatably sleeved on the passive connecting rod shaft 61 through a bearing or bushing, so that it can rotate around the shaft. One end of the active connecting rod frame 5 is fixedly connected to the output shaft 23 or cooperates with the flat square on the output shaft, so that the active connecting rod frame 5 can rotate and move together with the output shaft 23. This structure, through the double support structure formed by the front end plate 12 and the rear end plate 13, provides a high-rigidity mounting base for the passive link shaft 61 and the output shaft 23, ensuring the positioning accuracy and operational stability of the moving parts; secondly, the output shaft 23 directly drives the active link frame 5, converting the rotational motion output by the reduction mechanism 2 into the swing of the active link, while the independent passive link shaft 61 provides a reliable swing fulcrum for the passive link frame 6. The two work together to realize complex link motion trajectories.

[0062] like Figure 5-6 As shown, one end of the pedal bracket 4 is provided with two suspended arms 41, and two hinge pins 42 are passed between the two suspended arms 41. The other ends of the passive linkage bracket 6 and the active linkage bracket 5 are respectively hinged to the two hinge pins 42.

[0063] Specifically, the pedal bracket 4 is used to mount the pedal to support the foot pedal. Two parallel and opposing cantilever arms 41 extend from it, with corresponding through holes on each arm 41. Two hinge pins 42 pass through and are fixed in the through holes of the two arms 41, achieving coaxial alignment. The other end of the passive linkage 6 is rotatably mounted on one of the hinge pins 42 via a bearing or bushing, forming a hinge. The other end of the active linkage 5 is also rotatably mounted on the other hinge pin 42, thus achieving a movable connection between the pedal bracket 4 and the two linkages. Through two independent hinge pins 42, the active linkage 5 and the passive linkage 6 can independently and without interference form hinges with the pedal bracket 4, ensuring the structural stability of the pedal under extension, contraction, and load-bearing conditions.

[0064] like Figure 7As shown, the output shaft 23 has a notch 231. The notch 231 and the side surface of the active linkage 5 near the passive linkage 6 form an installation groove 51. A limiting block 52 is provided in the installation groove 51, and the limiting block 52 abuts against the notch 231.

[0065] Specifically, a recessed notch 231 extending axially is machined into the cylindrical shaft of the output shaft 23 of the reduction mechanism 2. The active linkage 5 has a side surface close to the passive linkage 6. When the active linkage 5 is mounted on the output shaft 23, this side surface and the notch 231 on the output shaft 23 together form a mounting groove 51 with a specific shape. A separately manufactured limiting block 52 is placed in this mounting groove 51 and is fixedly connected to the surface of the active linkage 5. One side of the limiting block 52 abuts against the side wall of the notch 231. Through the abutting engagement between the notch 231 and the limiting block 52, mechanical interference is generated when the output shaft 23 rotates to a specific angle, thereby reliably limiting its rotation range and preventing overtravel.

[0066] like Figure 7 As shown, the frame 1 is also provided with several mounting holes 14, and the frame 1 is mounted on the vehicle frame through the mounting holes 14.

[0067] Specifically, the sidewalls or bottom of the frame 1 are designed with multiple mounting holes 14. These mounting holes 14 are distributed on the frame 1 at specific intervals and layouts, corresponding to the pre-set connection point positions on the target vehicle's frame (such as chassis longitudinal beams or crossbeams). During installation, bolts, screws, and other fasteners are sequentially passed through the mounting holes 14 on the frame 1 and the connection holes on the frame, and a tightening force is applied, thereby securely and reliably mounting the entire motor assembly onto the frame. The secure connection between the multiple mounting holes 14 and the frame provides a robust and vibration-resistant mechanical fixation for the entire motor assembly, ensuring its structural stability and operational reliability during vehicle operation.

[0068] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0069] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0070] Furthermore, 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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0071] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0072] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0073] 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 this application. The illustrative expressions of the above terms in this specification should not be construed as necessarily referring 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.

[0074] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Since these modifications and variations fall within the scope of the claims and their equivalents, this application also intends to include these modifications and variations.

[0075] The above description describes specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle pedal motor assembly, characterized in that, The application relates to a motor assembly for a vehicle, comprising: a rack provided with a containing cavity on one side; a speed reduction mechanism installed in the containing cavity; a motor body connected to the rack and located outside the containing cavity, the rotating shaft of the motor body extending into the containing cavity to drive the speed reduction mechanism in the containing cavity.

2. The pedal motor assembly for a vehicle of claim 1, wherein, The speed reduction mechanism comprises a first transmission pair, a second transmission pair and an output shaft, the rotating shaft, the first transmission pair, the second transmission pair and the output shaft being sequentially transmission-connected, and the helix angle of the first transmission pair and the second transmission pair being smaller than the equivalent self-locking angle.

3. The pedal motor assembly for a vehicle of claim 2, wherein, The first transmission pair comprises a primary worm and a primary gear, and the second transmission pair comprises a secondary worm and a secondary gear. The primary worm is fixedly installed on the rotating shaft, the primary worm is engaged with the primary gear, the primary gear is coaxially arranged with the secondary worm, and the secondary gear is fixedly installed on the output shaft and engaged with the secondary worm.

4. The pedal motor assembly for a vehicle of claim 3, wherein, The containing cavity comprises a motor cavity, an intermediate cavity and an output cavity, the rotating shaft and the primary worm are installed in the motor cavity, the primary gear and the secondary worm are installed in the intermediate cavity, and the secondary gear and the output shaft are installed in the output cavity.

5. The pedal motor assembly for a vehicle of claim 4, wherein, The motor cavity is provided with a first installation part at the opening, the intermediate cavity is provided with a second installation part at the opening, and the output cavity is provided with a third installation part at the opening. The first installation part is connected with the installation flange on the motor body, the second installation part is connected with an intermediate end cover used for closing the intermediate cavity, and the third installation part is connected with an output end cover used for closing the output cavity and supporting the output shaft.

6. An electric pedal system for a vehicle, characterized by The application further relates to a pedal bracket, a driving link frame and a passive link frame of the motor assembly for a vehicle. One end of the driving link frame and the passive link frame is movably connected with the rack, and the other end is movably connected with the pedal bracket. The rack is further provided with a front end plate and a rear end plate, the passive link shaft and the output shaft of the speed reduction mechanism are arranged between the front end plate and the rear end plate, one end of the passive link frame is rotationally connected with the passive link shaft, and one end of the driving link frame is rotationally connected with the output shaft.

7. The electrically powered pedal system for a vehicle as set forth in claim 6, wherein One end of the pedal bracket is provided with two suspended arms, two hinge pins are arranged between the two suspended arms, and the other end of the passive link frame and the driving link frame is respectively hinged with the two hinge pins.

8. The electrically powered pedal system for a vehicle as set forth in claim 6, wherein The output shaft is provided with a gap, the gap and the surface of the driving link frame close to the passive link frame form an installation groove, a limiting block is arranged in the installation groove, and the limiting block is in abutment with the gap.

9. The electrically powered pedal system for a vehicle as set forth in claim 7, wherein The rack is further provided with a plurality of installation holes, and the rack is installed on a vehicle frame through the installation holes.

10. The electrically powered pedal system for a vehicle of claim 6 wherein, ​

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