Limiting device for accelerator pedal and control method of limiting device

Abstract

The invention discloses a limiting device for an accelerator pedal and a control method of the limiting device, and relates to the technical field of automobile safety control. The limiting device comprises a device body, a limiting pin position sensor, a GPS positioner and a controller. The device body comprises a supporting rod, a lifting sleeve, a machine box, a driving mechanism, a limiting pin and a pedal connecting assembly. The limiting pin position sensor is configured to detect the real-time position of the limiting pin; the GPS positioner is configured to position the real-time position of a vehicle; the controller is configured to control the driving mechanism to drive the limiting pin to be connected with the supporting rod in a limiting mode or release limiting according to a vehicle position signal fed back by the GPS positioner and a limiting pin position signal fed back by the limiting pin position sensor. Therefore, the lifting sleeve can be switched between the limiting state and the free state, the accelerator pedal can be switched between the limiting state and the free state, and the using requirements and continuity of an accelerator in different driving areas can be met.

Description

Technical Field

[0001] This invention relates to the field of automotive safety control technology, and in particular to a limiting device for the accelerator pedal and its control method. Background Technology

[0002] In specific driving scenarios, such as on-site skills training for motor vehicle drivers, or driving in specific industrial parks or hazardous materials warehouses, strict control of vehicle speed is crucial. This is especially true for driving school beginners, who, due to nervousness or lack of experience, are prone to mistaking the accelerator pedal for the brake pedal, causing the vehicle to accelerate suddenly and leading to a safety accident.

[0003] Currently, preventing such accidents mainly relies on two methods: The first is human intervention, such as emergency braking by the instructor in the passenger seat during driving school training using the auxiliary brake pedal. This method is a passive, post-accident remedial measure, and its effectiveness depends entirely on the instructor's real-time attention and reaction speed. There is an unavoidable delay, and it cannot prevent the vehicle from lurching forward at the root. The second method is fixed physical restrictions, such as temporarily removing the accelerator pedal or installing a manual mechanical lock (see the solutions disclosed in Chinese patents with publication numbers CN2526498U or CN205951725U). Although this method can prevent accidental pressing, it seriously sacrifices the flexibility and efficiency of operation and cannot meet the continuous need for normal use of the accelerator in different areas. Summary of the Invention

[0004] In view of this, the present invention aims to provide a limiting device for the accelerator pedal and its control method to achieve rapid switching of the limiting state of the accelerator pedal under different states, so as to meet the usage requirements and continuity of the accelerator pedal in different areas.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A limiting device for an accelerator pedal includes: a device body, a limiting pin position sensor, a GPS locator, and a controller; The main body of the device includes a support rod, a lifting sleeve, a housing, a drive mechanism, a limiting pin, and a pedal connecting assembly. The lower end of the support rod can be hinged to the vehicle's inner floor plate via a lower hinge. The lifting sleeve is coaxially slidably sleeved on the outer wall of the support rod, and its side wall has a through hole. The housing can be hinged to the outer wall of the lifting sleeve via an upper hinge, and its side wall near the lifting sleeve has a sliding hole communicating with its inner cavity. The drive mechanism is installed inside the housing. One end of the limiting pin is drively connected to the output end of the drive mechanism, and the other end can extend through the sliding hole and the through hole into the inner cavity of the lifting sleeve to limit its connection with the support rod. The pedal connecting assembly is fixed to the housing and can be detachably connected to the accelerator pedal. The limit pin position sensor is configured to detect the real-time position of the limit pin; the GPS locator is configured to locate the real-time position of the vehicle; the controller is configured to control the drive mechanism to drive the limit pin to connect or release the limit pin from the support rod based on the vehicle position signal fed back by the GPS locator and the limit pin position signal fed back by the limit pin position sensor, so as to realize the conversion between the lifting sleeve and the limited state and the free state, thereby realizing the conversion between the accelerator pedal limited state and the free state.

[0007] The beneficial effects achievable by this invention are as follows: This invention can locate the vehicle's position using a GPS locator to determine the vehicle's real-time location. When the vehicle is in a pedal-restricted area, the controller controls the drive mechanism to push out the limit pin, limiting the relative sliding between the lifting sleeve and the support rod, preventing the pedal from being depressed too much and entering the restricted state. When the vehicle is in a non-restricted area, the controller controls the drive mechanism to retract the limit pin, releasing the restriction between the support rod and the lifting sleeve, allowing the pedal to be depressed significantly and returning to a free state for normal use. Thus, the limiting device of this invention can achieve rapid switching of the limiting state of the accelerator pedal under different conditions, meeting the usage needs and continuity of the accelerator pedal in different driving areas.

[0008] Furthermore, the drive mechanism includes: all mounted inside the housing. A drive unit, which is electrically connected to the controller; A transmission gear set, wherein the input end of the transmission gear set is connected to the output end of the drive unit; A crank-slider mechanism, wherein one end of the crank-slider mechanism is driven to the output end of the transmission gear set, and the other end is driven to the limiting pin.

[0009] The beneficial effects of adopting the previous technical solution are as follows: the drive unit drives the transmission gear set to move the crank-slider mechanism, which pushes the limit pin to slide back and forth to achieve the limit or release of the limit with the support rod, which is easy to control and does not require manual adjustment.

[0010] Furthermore, the transmission gear set includes: An active input gear is fixed on the output shaft of the drive unit; The transmission output shaft is rotatably mounted on the gear frame inside the housing, and the input end of the crank-slider mechanism is connected to the transmission output shaft. A driven output gear is fixed on the transmission output shaft and is directly or indirectly connected to the driving input gear. A stabilizing gear assembly includes a first stabilizing gear, a stabilizing shaft, a second stabilizing gear, a third stabilizing gear, and a fourth stabilizing gear. The driven output gear and the fourth stabilizing gear are respectively fixed to the shaft bodies at their respective ends on the transmission output shaft. The first stabilizing gear is fixed to the middle shaft body of the transmission output shaft. The stabilizing shaft is arranged parallel to the transmission output shaft and rotatably mounted on the gear carrier. The second stabilizing gear and the third stabilizing gear are sequentially fixed to the shaft body of the stabilizing shaft, and the second stabilizing gear meshes with the first stabilizing gear, while the third stabilizing gear meshes with the fourth stabilizing gear.

[0011] The beneficial effects that can be achieved by adopting the above technical solution are as follows: the active input gear and the driven output gear transmit the torque output by the drive unit to the transmission output shaft after speed reduction and torque amplification, driving the crank-slider mechanism to run. During this period, the stabilizing gear assembly plays a role in stabilizing the transmission output shaft and preventing the transmission output shaft from shaking and affecting the transmission.

[0012] Furthermore, the crank-slider mechanism includes: The first link is arranged perpendicular to the transmission output shaft and one end is fixed to the transmission output shaft; The second link is parallel to the first link, and one end of the second link is rotatably connected to the other end of the first link through a first pin. A slide rail, which is fixed to the inner wall of the housing and its sliding direction is arranged along the axial direction of the slide hole; A slider is slidably connected to the slide rail, and one end of the slider is rotatably connected to the other end of the second connecting rod via a second pin; the limiting pin is fixed to the other end of the slider. The first pin and the second pin are both arranged parallel to the transmission output shaft.

[0013] The beneficial effects that can be achieved by adopting the above technical solution are: the first connecting rod rotates around the transmission output shaft, and drives the second connecting rod to rotate through the first pin, thereby pushing the slider to slide repeatedly along the slide rail, realizing the reciprocating sliding of the limit pin.

[0014] Furthermore, in the limited state of the lifting sleeve, the limiting pin can be limited to abutting against the top wall of the support rod, and a gap H is reserved between it and the top wall of the support rod.

[0015] The beneficial effects of adopting the previous technical solution are: the size of the reserved gap H determines the extent to which the accelerator pedal can be depressed in the limit state, thus meeting different limit requirements.

[0016] Furthermore, the upper hinge includes an upper hinge shaft and an anti-detachment pin. The upper hinge shaft and the limiting pin are spaced apart and arranged parallel to each other along the length direction of the accelerator pedal. One end of the upper hinge shaft is rotatably connected to the side wall of the housing, and the other end passes through the upper side wall of the lifting sleeve and connects to the anti-detachment pin. The support rod is provided with an avoidance groove that passes through its upper end wall at the position corresponding to the upper hinge shaft.

[0017] The beneficial effects that can be achieved by adopting the previous technical solution are: the housing and the lifting sleeve are stably connected by the upper hinge shaft, and the design of the avoidance slot will not affect the sliding of the lifting sleeve.

[0018] Furthermore, the pedal connection assembly includes a U-shaped clamp, a locking bolt, and a locking nut. The U-shaped clamp is fixed to the top of the housing, and symmetrical connection holes are provided on both sides of its open end. The accelerator pedal can be clamped in the inner cavity of the U-shaped clamp. The tail end of the locking bolt passes through the two connection holes in sequence and is locked by the locking nut to provide clamping force for clamping the accelerator pedal.

[0019] The beneficial effects of adopting the above technical solution are: the opening and closing degree of the U-shaped clamp can be adjusted by using locking bolts and locking nuts, which facilitates adjustment and disassembly, and can be applied to pedals of different thicknesses.

[0020] A control method for a limit device for an accelerator pedal includes the following steps: Step 1: After powering on, initialize the limit device so that the limit pin is in the retracted state and the accelerator pedal is in the free state. Step 2: Use the GPS positioning module to obtain the vehicle's location information; Step 3: The controller determines whether the vehicle is in the target area based on the vehicle location information; If not, return to step two; If so, proceed to step four; Step 4: Determine whether the main body of the device is in a limited position based on the signal from the limit pin position sensor; if so, return to Step 2. If not, proceed to step five; Step 5: The controller sends a control signal to the drive mechanism, causing the drive mechanism to rotate forward by a preset angle so that the limit pin extends, switches to the limit state, and then returns to Step 2.

[0021] The beneficial effects that this invention can achieve are: by using this method, the area where the vehicle is located can be monitored in real time during driving, and the operating status of the limit device can be precisely controlled for different driving areas to meet the different usage requirements of the accelerator pedal.

[0022] Furthermore, in step one, the initialization setting, that is, after powering on, obtains the limit pin position signal fed back by the limit pin position sensor through the controller to determine the accelerator pedal status; If the accelerator pedal is in a free state, the controller will not provide feedback and will proceed to the next step; If the accelerator pedal is in the limit position, the controller controls the drive mechanism to reverse the preset angle to retract the limit pin and switch to the free state.

[0023] The beneficial effects of adopting the above technical solution are: ensuring that the accelerator pedal can operate normally, ensuring safe driving on public roads, and avoiding the problem of damage to the limit device caused by sudden and forceful pressing.

[0024] Furthermore, in step five, before the controller sends a control signal to the drive mechanism to make it rotate in the forward direction, the controller first determines whether the accelerator pedal has been pressed based on the vehicle speed collected by the vehicle's built-in speed sensor. If the accelerator pedal is pressed, return to step four; If the accelerator pedal is not pressed, the controller sends a control signal to the drive mechanism, causing the drive mechanism to rotate forward by a preset angle so that the limit pin extends, switches to the limit state, and then returns to step two.

[0025] The beneficial effects of adopting the above technical solution are: ensuring that the limit device can be smoothly switched to the limit state, and avoiding the inability to activate the limit device because the pedal is already in the stepping state.

[0026] As can be seen from the above technical solution, compared with the prior art, the present invention discloses a limiting device and control method for an accelerator pedal. The vehicle's location is obtained in real time via a GPS locator. If the vehicle enters the target area, the controller controls the drive mechanism to operate, causing the limiting pin to slide linearly and insert into the interior of the lifting sleeve through a perforation on the side. At this time, the limiting pin is located above the support rod. The housing, lifting sleeve, and limiting pin can be considered as a whole. When the driver presses the accelerator pedal, the upper surface of the support rod restricts the limiting pin from moving towards the vehicle's inner floor, thus limiting the accelerator pedal from being pressed down significantly, achieving the limitation of the accelerator pedal. When the vehicle leaves the target area, the controller controls the drive mechanism to operate again, causing the limiting pin to exit from the perforation on the side of the lifting sleeve, releasing the restriction on the downward movement of the accelerator pedal. At this time, the lifting sleeve and the support rod can slide relatively widely, allowing the accelerator pedal to be pressed down significantly, thus releasing the limitation of the accelerator pedal. Ultimately, this achieves the effect of preventing accidental pressing in the target area and allowing free use of the accelerator pedal in non-target areas. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the installation state of a limiting device for an accelerator pedal provided by the present invention.

[0029] Figure 2 This is a schematic diagram of a limiting device for the accelerator pedal provided by the present invention.

[0030] Figure 3 This is a cross-sectional structural diagram of a limiting device for an accelerator pedal provided by the present invention.

[0031] Figure 4 This is a schematic diagram of a limiting device for an accelerator pedal provided by the present invention, without the connection assembly between the housing and the pedal.

[0032] Figure 5 This is a schematic diagram of the internal structure of the enclosure.

[0033] Figure 6 This is a schematic diagram of the transmission gear set.

[0034] Figure 7 This is a schematic diagram of the drive mechanism.

[0035] Figure 8This is a schematic diagram of the structure of a limiting device for an accelerator pedal in the limiting state provided by the present invention.

[0036] Figure 9 This is a schematic diagram of the structure of a limiting device for the accelerator pedal in a free state, as provided by the present invention.

[0037] Figure 10 The control principle diagram provided for this invention.

[0038] Figure 11 The present invention provides a flowchart of a control method for a limit device for an accelerator pedal.

[0039] In the picture: 100. Main body of the device; 200. Limit pin position sensor; 300. GPS locator; 400. Controller; 500. Vehicle interior floor; 600. Accelerator pedal. 1. Support rod; 11. Clearance slot; 2. Lifting sleeve; 21. Perforation; 3. Housing; 31. Housing body; 32. Housing cover; 4. Drive mechanism; 41. Drive unit; 42. Transmission gear set; 421. Active input gear; 422. Transmission output shaft; 423. Driven output gear; 424. Stabilizing gear assembly; 4241. First stabilizing gear; 4242. Stabilizing shaft; 4243. Second stabilizing gear; 4244. Third stabilizing gear; 4245. Fourth stabilizing gear; 425. First driven shaft; 426. Second driven shaft; 427. 428. Driven gear 1; 429. Driven gear 3; 430. Driven gear 44. Crank-slider mechanism; 431. First connecting rod; 432. Second connecting rod; 433. Slide rail; 434. Slider; 435. First pin; 436. Second pin; 5. Limit pin; 6. Pedal connecting assembly; 61. U-shaped clamp; 62. Locking bolt; 63. Locking nut; 7. Lower hinge; 8. Upper hinge; 81. Upper hinge shaft; 82. Anti-detachment pin; 9. Reinforcing sleeve; 201. Hall sensor body; 202. Movable magnet. Detailed Implementation

[0040] 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. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0041] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention 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 invention.

[0042] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed 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 invention according to the specific circumstances.

[0043] Please see Figures 1-11 This invention utilizes a GPS locator 300 to collect the vehicle's real-time driving position, determine its driving area, and adjust the limiting state of the limiting device according to the driving area. This achieves the effect of preventing accidental pressing in the target area and allowing free use of the accelerator pedal 600 in non-target areas. The device links the lifting sleeve 2 with the accelerator pedal 600, allowing it to rise and fall freely with the opening and closing of the accelerator pedal 600. An electrically driven limiting pin 5 limits the lifting sleeve 2, restricting the opening and closing range of the pedal. This eliminates the need for manual operation, improves switching efficiency and prevents accidental pressing, and ensures vehicle safety.

[0044] Example 1: See Figures 1-9 The present invention discloses a limiting device for an accelerator pedal, comprising a device body 100, a limiting pin position sensor 200, a GPS locator 300, and a controller 400; The main body 100 of the device includes a lifting assembly, a housing 3, a drive mechanism 4, a limiting pin 5, and a pedal connecting assembly 6. The lifting assembly includes a support rod 1 and a lifting sleeve 2. The lower end of the support rod 1 is hinged to the vehicle floor 500 via a lower hinge 7 so that the support rod 1 can rotate along the length of the accelerator pedal 600. The lifting sleeve 2 is coaxially slidably sleeved on the outer wall of the support rod 1, and a through hole 21 is provided on its side wall. The housing 3 is hinged to the outer wall of the lifting sleeve 2 via the lower hinge 7, and a sliding hole communicating with its inner cavity is provided on its side wall near the lifting sleeve 2. The drive mechanism 4 is installed in the housing 3. One end of the limiting pin 5 is connected to the output end of the drive mechanism 4, and the other end can extend through the sliding hole and the through hole 21 into the inner cavity of the lifting sleeve 2 to be limited and connected to the support rod 1. The pedal connecting assembly 6 is fixed on the housing 3 and can be detachably connected to the accelerator pedal 600. The limit pin position sensor 200 is configured to detect the real-time position of the limit pin 5; the GPS locator 300 is configured to locate the vehicle's geographical location; the controller 400 is configured to control the drive mechanism 4 to drive the limit pin 5 to insert or retract into the through hole 21 based on the vehicle's geographical location signal fed back by the GPS locator 300 and the position signal of the limit pin 5 fed back by the limit pin position sensor 200, so as to realize the conversion between the limit state and the free state of the lifting sleeve 2, thereby realizing the conversion between the pedal limit state and the free state.

[0045] like Figure 2 As shown, the housing 3 includes a housing 31 and a cover 32. The housing 31 is a rectangular box with one end open. The internal space of the housing 31 is used to provide installation positions for devices such as the drive mechanism 4 and the controller 400. The cover 32 is detachably connected to the open end of the housing 31 so that the interior of the housing 31 forms a relatively sealed installation space. The detachable connection here can be a bolt connection, a snap-fit ​​connection, etc.

[0046] like Figure 4 , Figure 5 As shown, the drive mechanism 4 includes a drive unit 41, a transmission gear set 42, and a crank-slider mechanism 43, all installed in the housing 3. The drive unit 41 is electrically connected to the controller 400 to drive the limit pin 5 to extend or retract. The input end of the transmission gear set 42 is connected to the output end of the drive unit 41, and the speed reduction and torque increase are achieved through reasonable settings. One end of the crank-slider mechanism 43 is connected to the output end of the transmission gear set 42, and the other end is connected to the limit pin 5 to drive the limit pin 5 to slide back and forth.

[0047] Specifically, the drive unit 41 can be a component with rotational drive capability, such as a motor or servo motor.

[0048] See Figure 6 As shown, the transmission gear set 42 includes a driving input gear 421, a transmission output shaft 422, a driven output gear 423, and a stabilizing gear assembly 424.

[0049] The active input gear 421 is fixed on the output shaft of the drive unit 41; a gear carrier 425 is installed inside the housing 3, and the transmission output shaft 422 is rotatably mounted on the gear carrier 425. The input end of the crank-slider mechanism 43 is connected to the transmission output shaft 422; the driven output gear 423 is fixed on the transmission output shaft 422 and is directly or indirectly connected to the active input gear 421.

[0050] The stabilizing gear assembly 424 includes a first stabilizing gear 4241, a stabilizing shaft 4242, a second stabilizing gear 4243, a third stabilizing gear 4244, and a fourth stabilizing gear 4245. The driven output gear 423 and the fourth stabilizing gear 4245 are respectively fixed on the shafts at their respective ends of the transmission output shaft 422. The first stabilizing gear 4241 is fixed on the middle shaft of the transmission output shaft 422. The stabilizing shaft 4242 is arranged parallel to the transmission output shaft 422 and rotatably mounted on the gear carrier 425. The second stabilizing gear 4243 and the third stabilizing gear 4244 are sequentially fixed on the shaft of the stabilizing shaft 4242, and the second stabilizing gear 4243 meshes with the first stabilizing gear 4241 for transmission, and the third stabilizing gear 4244 meshes with the fourth stabilizing gear 4245 for transmission. The stabilizing gear assembly 424 maintains the stable rotation of the transmission output shaft 422 through the meshing of its multiple stabilizing gears, avoiding uneven force that could cause the transmission output shaft 422 to shake, causing jamming during operation and affecting the opening and closing of the accelerator pedal 600.

[0051] More specifically, when the driven output gear 423 is indirectly connected to the driving input gear 421, the transmission gear set 42 further includes an intermediate transmission gear assembly. The intermediate transmission gear assembly may include a first driven shaft 4261, a second driven shaft 4262, a first driven gear 4263, a second driven gear 4264, a third driven gear 4265, and a fourth driven gear 4266. The first driven shaft 4261, the second driven shaft 4262, and the transmission output shaft 422 are all connected to the drive unit. The output shafts of 41 are arranged in parallel. The first driven gear 4263 and the second driven gear 4264 are both fixed on the first driven shaft 4261, and the first driven gear 4263 meshes with the driving input gear 421 for transmission. The third driven gear 4265 and the fourth driven gear 4266 are both fixed on the second driven shaft 4262, and the third driven gear 4265 meshes with the second driven gear 4264 for transmission, and the fourth driven gear 4266 meshes with the driven output gear 423 for transmission. Thus, driven by the drive unit 41, the active input gear 421 drives the first driven gear 4263 to rotate, thereby driving the first driven shaft 4261 and the second driven gear 4264 to rotate. The second driven gear 4264 drives the third driven gear 4265 to rotate, thereby driving the second driven shaft 4262 and the fourth driven gear 4266 to rotate. The rotation of the fourth driven gear 4266 drives the driven output gear 423 to rotate, thereby driving the transmission output shaft 422 to rotate, and driving the crank-slider mechanism 43 to move. By designing the module ratio of each gear, speed reduction and torque increase in the transmission from the active input gear 421 to the driven output gear 423 can be achieved.

[0052] like Figure 5 , Figure 7 The crank-slider mechanism 43 includes a first connecting rod 431, a second connecting rod 432, a slide rail 433, and a slider 434. The first connecting rod 431 is arranged perpendicular to the transmission output shaft 422 and one end is fixed to the transmission output shaft 422. The second connecting rod 432 is parallel to the first connecting rod 431, and one end of the second connecting rod 432 is rotatably connected to the other end of the first connecting rod 431 through a first pin 435. The slide rail 433 is fixed to the inner wall of the housing 3 and its sliding direction is arranged along the axial direction of the sliding hole. The slider 434 is slidably connected to the slide rail 433, and one end of the slider 434 is rotatably connected to the other end of the second connecting rod 432 through a second pin 436. The limiting pin 5 is fixed to the other end of the slider 434. The first pin 435 and the second pin 436 are both arranged parallel to the transmission output shaft 422. The rotation of the transmission output shaft 422 drives the first connecting rod 431 to rotate around its axis. The first connecting rod 431 drives the second connecting rod 432 to rotate through the first pin 435. The second connecting rod 432 drives the slider 434 to slide along the slide rail 433 through the second pin 436, thereby realizing the extension and retraction of the limit pin 5.

[0053] Specifically, in the limited-position state of the lifting sleeve 2, the limiting pin 5 can be limited to abutting against the top wall of the support rod 1. That is to say, in the limited-position state, when the accelerator pedal 600 is pressed, the limiting pin 5 will be blocked by the support rod 1 below, and the lifting sleeve 2 cannot continue to descend, thereby limiting the accelerator pedal 600. In the limited-position state, a gap H is reserved between the lifting sleeve 2 and the top wall of the support rod 1. The specific value of the gap H is matched according to actual needs. The size of the predetermined gap H determines the extent to which the accelerator pedal 600 can be pressed in the limited-position state. In this embodiment, in order to meet the training requirements of driving test subject 2, the predetermined gap H is no more than 1cm. This gap allows the accelerator pedal 600 to be pressed only slightly in the limited-position state, and this change in magnitude will not have a significant or even no impact on the vehicle speed.

[0054] See Figure 2 , Figure 4 The lower hinge 7 includes a hinge seat 71 and a lower hinge shaft 72. The hinge seat 71 is fixed to the vehicle's interior floor 500 by bolts, and its top is provided with a hinge groove that runs through the length of the accelerator pedal 600. The lower hinge shaft 72 is arranged along the width of the accelerator pedal 600 and installed in the hinge groove. The lower end of the support rod 1 is rotatably connected to the hinge groove through the lower hinge shaft 72. The lower hinge 7 cooperates with the upper hinge 8, allowing the main body 100 of the device to rotate to a certain extent when the accelerator pedal 600 is opened or closed, thereby avoiding the rigid connection that would cause the accelerator pedal 600 to be mechanically jammed and unable to operate normally.

[0055] The upper hinge 8 includes an upper hinge shaft 81 and an anti-detachment pin 82. The upper hinge shaft 81 and the limiting pin 5 are spaced apart and arranged parallel to each other along the length of the accelerator pedal 600. One end of the upper hinge shaft 81 is rotatably connected to the housing 3, and the other end passes through the upper side wall of the lifting sleeve 2 and is connected to the anti-detachment pin 82. A clearance slot 11 is provided on the support rod 1 corresponding to the upper hinge shaft 81, passing through its upper end wall. Thus, see Figure 3 and Figure 8 When in the limited position, the accelerator pedal 600, the limiting pin 5, and the lifting sleeve 2 are considered as a single unit. When the accelerator pedal 600 is depressed, the limiting pin 5 abuts against the upper surface of the support rod 1, thus limiting the accelerator pedal from being depressed too much. When it is necessary to switch to the free position, [the following is a separate, unrelated sentence:] [Participate in...] Figure 9 The crank-slider mechanism 43 drives the limiting pin 5 to exit from the through hole 21 of the lifting sleeve 2. Because the limiting pin 5 is no longer restricted, the accelerator pedal 600 and the lifting sleeve 2 can be pressed down towards the vehicle floor 500. During this process, the lifting sleeve 2 slides relative to the support rod 1. The clearance slot 11 on the support rod 1 can avoid collision with the upper hinge shaft 81 at the upper end of the lifting sleeve 2.

[0056] like Figure 2As shown, the pedal connecting assembly 6 includes a U-shaped clamp 61, a locking bolt 62, and a locking nut 63. The U-shaped clamp 61 is fixed to the top of the housing 3, and symmetrical connecting holes are provided on both sides of its open end. The accelerator pedal 600 can be clamped in the inner cavity of the U-shaped clamp 61. The tail end of the locking bolt 62 passes through the two connecting holes in sequence and is locked by the locking nut 63 to provide clamping force for the accelerator pedal 600. The clamping force adjustment mechanism is as follows: when the locking bolt 62 is screwed into the locking nut 63, the locking bolt 62 pushes the open end of the U-shaped clamp 61 to move closer and tighten, so that the U-shaped clamp 61 undergoes slight deformation, thereby clamping the accelerator pedal 600; conversely, when the locking bolt 62 is unscrewed, the U-shaped clamp 61 releases the accelerator pedal 600. It should be noted that the material of the U-shaped clamp 61 is a durable material that can undergo a certain degree of deformation, such as metal, plastic, etc.

[0057] See Figure 5 The limit pin position sensor 200 can be a Hall sensor, comprising a Hall sensor body 201 and a movable magnet 202. The Hall sensor body 201 is fixed inside the housing 3 and electrically connected to the control unit via wired or wireless means. The movable magnet 202 is fixed on the slider 434 and slides synchronously with the slider 434, and cooperates with the magnet inside the Hall sensor body 201 to generate a sense. The change in the magnetic field is converted into an electrical signal and fed back to the controller 400. It is understood that the limit pin position sensor 200 can also use other types of position sensors in the prior art to detect the movement of the limit pin 5.

[0058] Specifically, the limiting pin 5 is a solid rod-shaped structure, and its cross-section can be circular or polygonal, preferably made of metal. Since the limiting pin 5 abuts against the support rod 1 in the limiting state, the limiting pin 5 bears a large shear force from the support rod 1 when the accelerator pedal 600 is accidentally pressed. Setting it to a solid metal rod-shaped structure can bear a large load and prevent breakage.

[0059] See Figure 5 A reinforcing sleeve 9 is also fixed coaxially to the inner side wall of the housing 3 corresponding to the sliding hole position. The reinforcing sleeve 9 is slidably connected to the limiting pin 5. The reinforcing sleeve 9 can increase the contact area between the housing 3 and the limiting pin 5, and reduce the shear force from the housing wall on the limiting pin 5, so as to ensure that the limiting pin 5 maintains its stable posture when it collides with the support rod 1. In some embodiments, the thickness of the side wall of the housing 31 with the sliding hole can also be increased to increase the contact area between the housing 31 and the limiting pin 5, thereby achieving the effect of maintaining the stability of the limiting pin 5.

[0060] The controller is configured as an ESP32 microcontroller, and the GPS locator is configured as a U-blox NEO-6M module.

[0061] In this embodiment, when the limit pin 5 is retracted into the sliding hole by the slider, the controller receives a first signal from the Hall sensor; when the limit pin 5 is inserted into the lifting sleeve by the slider, the controller receives a second signal from the Hall sensor. The controller can also send feedback information to the user's mobile phone via the Internet of Things to provide feedback on the status of the limit pin for the user's observation.

[0062] In this embodiment, an alarm is also provided, which is electrically connected to the controller and is used to issue an audible and visual alarm when the vehicle is in the target area and the pedal is accidentally pressed, so as to remind the people in the vehicle to pay attention.

[0063] Example 2: See Figures 10-11 This embodiment provides a control method for the limiting device of the accelerator pedal 600 in Embodiment 1, including the following steps: Step 1: After powering on, initialize the limit device so that the limit pin 5 is in the retracted state and the accelerator pedal 600 is in the free state. Step 2: Use the GPS positioning module to obtain the vehicle's geographical location information; Step 3: The controller 400 determines whether the vehicle is in the target area based on the vehicle's geographical location information; If not, return to step two; If so, proceed to step four; Step 4: Determine whether the limit device is in a limit state based on the signal from the position sensor; if so, return to Step 2. If not, proceed to step five; Step 5: The controller 400 sends a control signal to the drive mechanism 4, causing the drive mechanism 4 to rotate forward by a preset angle so that the limit pin 5 extends, switching to the limit state, and then returning to step 2.

[0064] Specifically, in step one, the initialization settings are as follows: after powering on, the controller 400 obtains the position signal of the limit pin 5 fed back by the limit pin position sensor 200 to determine the status of the accelerator pedal 600. If the controller 400 receives the first signal from the Hall sensor, indicating that the accelerator pedal 600 is in a free state, the controller 400 will not provide feedback and will proceed to the next step. If the controller 400 receives a second signal from the Hall sensor indicating that the accelerator pedal 600 is in a limited position, the controller 400 sends a first control signal to the drive mechanism 4 to control the drive mechanism 4 to reverse a preset angle (the preset angle is designed according to the actual situation) to retract the limit pin 5 and switch to the free state.

[0065] In step three, determining whether the vehicle's geographical location is within the target area can be done by defining a virtual electronic fence based on the target area, and then determining whether the vehicle is within the target area (i.e., the area of ​​the electronic fence) based on its real-time location information. The specific operation method is based on existing technology; however, to more fully illustrate the solution of this embodiment, this embodiment simply lists one determination method: The first step is for the controller 400 to pre-store the geometric parameters of the target area (electronic fence), including: Coordinate range: latitude and longitude boundary values ​​of the electronic fence (such as minimum and maximum longitude and latitude); Shape rules: circle (center + radius) or polygon (vertex coordinate sequence); The second step is real-time location data analysis; Obtain the vehicle's real-time location information (longitude, latitude, timestamp) from GPS locator 300: Coordinate transformation: Convert GPS coordinates to a coordinate system consistent with the electronic fence (such as WGS84 to UTM local coordinate system). The third step is the geometric matching algorithm, which uses the following methods to determine the positional relationships based on the shape of the electronic fence: Circular fence: Calculate the Euclidean distance from the vehicle's location to the center of the circle. If the distance is less than or equal to the radius, the vehicle is considered "within the fence". Polygonal fences: Use ray casting or winding number to determine if the area is inside the polygon.

[0066] In step five, before the controller 400 sends a control signal to the drive mechanism 4 to make it rotate in the forward direction, the controller 400 first determines whether the accelerator pedal 600 is pressed based on the vehicle speed collected by the vehicle's built-in speed sensor. If the vehicle speed exceeds 30 km / h, the accelerator pedal 600 is pressed; otherwise, the accelerator pedal 600 is not pressed. If the accelerator pedal is depressed to 600, return to step four; If the accelerator pedal 600 is not pressed, the controller 400 sends a second control signal to the drive mechanism 4, causing the drive mechanism 4 to rotate forward by a preset angle so that the limit pin 5 extends, switches to the limit state, and then returns to step two.

[0067] In this embodiment, even if the vehicle is within the target area, the limiting pin 5 is not immediately extended. Instead, it is first determined whether the accelerator pedal 600 is currently depressed. Otherwise, even if the limiting pin 5 extends at this time, it will abut against the side wall of the support rod 1 and cannot smoothly switch to the limiting state. When the vehicle is within the target area and the accelerator pedal 600 is depressed, the alarm sounds. The driver can release the accelerator pedal 600 in time according to the alarm signal, or the instructor can make the driver release the accelerator pedal 600 through timely braking and reminders, so that the limiting device can automatically switch to the limiting state.

[0068] In this embodiment, the speed sensor and GPS locator 300 can be additionally provided, or corresponding modules built into the vehicle can be used.

[0069] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0070] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A limiting device for an accelerator pedal, characterized in that, include: The device consists of a main body (100), a limit pin position sensor (200), a GPS locator (300), and a controller (400). The main body (100) of the device includes a support rod (1), a lifting sleeve (2), a housing (3), a drive mechanism (4), a limiting pin (5), and a pedal connecting assembly (6). The lower end of the support rod (1) can be hinged to the vehicle floor (500) via a lower hinge (7). The lifting sleeve (2) is coaxially slidably sleeved on the outer wall of the support rod (1), and a through hole (21) is provided on its side wall. The housing (3) can be hinged to the outer wall of the lifting sleeve (2) via an upper hinge (8), and its... A sliding hole communicating with the inner cavity is provided on the side wall near the lifting sleeve (2); the driving mechanism (4) is installed in the housing (3); one end of the limiting pin (5) is connected to the output end of the driving mechanism (4), and the other end can pass through the sliding hole and the through hole (21) to extend into the inner cavity of the lifting sleeve (2) to be limited and connected with the support rod (1); the pedal connecting assembly (6) is fixed on the housing (3), and it can be detachably connected with the accelerator pedal (600); The limit pin position sensor (200) is configured to detect the real-time position of the limit pin (5); the GPS locator (300) is configured to locate the real-time position of the vehicle; the controller (400) is configured to control the drive mechanism (4) to drive the limit pin (5) to be limited to or released from the support rod (1) based on the vehicle position signal fed back by the GPS locator (300) and the limit pin (5) position signal fed back by the limit pin position sensor (200), so as to realize the conversion between the limit state and the free state of the lifting sleeve (2), thereby realizing the conversion between the limit state and the free state of the accelerator pedal (600).

2. A limiting device for an accelerator pedal according to claim 1, characterized in that, The drive mechanism (4) includes: all installed inside the housing (3) Drive unit (41), which is electrically connected to the controller (400). A transmission gear set (42) is provided, the input end of which is connected to the output end of the drive unit (41). The crank-slider mechanism (43) is connected at one end to the output end of the transmission gear set (42) and at the other end to the limiting pin (5).

3. A limiting device for an accelerator pedal according to claim 2, characterized in that, The transmission gear set (42) includes: An active input gear (421) is fixed on the output shaft of the drive unit (41); The transmission output shaft (422) is installed in the housing (3) and the gear frame (425) is rotatably mounted on the gear frame (425). The input end of the crank-slider mechanism (43) is connected to the transmission output shaft (422) in a transmission connection. Driven output gear (423) is fixed on the transmission output shaft (422) and is directly or indirectly connected to the driving input gear (421). A stabilizing gear assembly (424) includes a first stabilizing gear (4241), a stabilizing shaft (4242), a second stabilizing gear (4243), a third stabilizing gear (4244), and a fourth stabilizing gear (4245). The driven output gear (423) and the fourth stabilizing gear (4245) are respectively fixed to the shaft bodies at their respective ends on the transmission output shaft (422). The first stabilizing gear (4241) is fixed to the transmission output shaft (4242). 2) On the middle shaft; the stabilizing shaft (4242) is arranged parallel to the transmission output shaft (422) and rotatably mounted on the gear carrier (425); the second stabilizing gear (4243) and the third stabilizing gear (4244) are fixed to the shaft of the stabilizing shaft (4242) in sequence, and the second stabilizing gear (4243) meshes with the first stabilizing gear (4241) for transmission, and the third stabilizing gear (4244) meshes with the fourth stabilizing gear (4245) for transmission.

4. A limiting device for an accelerator pedal according to claim 3, characterized in that, The crank-slider mechanism (43) includes: The first link (431) is arranged perpendicular to the transmission output shaft (422) and one end is fixed to the transmission output shaft (422); The second link (432) is parallel to the first link (431), and one end of the second link (432) is rotatably connected to the other end of the first link (431) through the first pin (435); The slide rail (433) is fixed to the inner wall of the housing (3) and its sliding direction is arranged along the axial direction of the slide hole. The slider (434) is slidably connected to the slide rail (433), and one end of the slider (434) is rotatably connected to the other end of the second connecting rod (432) through the second pin (436); the limiting pin (5) is fixed to the other end of the slider (434); The first pin (435) and the second pin (436) are both arranged parallel to the transmission output shaft (422).

5. A limiting device for an accelerator pedal according to claim 1, characterized in that, When the lifting sleeve (2) is in the limited position, the limiting pin (5) can be limited to abut against the top wall of the support rod (1), and a gap H is reserved between it and the top wall of the support rod (1).

6. A limiting device for an accelerator pedal according to claim 1, characterized in that, The upper hinge (8) includes an upper hinge shaft (81) and an anti-detachment pin (82). The upper hinge shaft (81) and the limiting pin (5) are spaced apart and arranged parallel to each other along the length of the accelerator pedal (600). One end of the upper hinge shaft (81) is rotatably connected to the side wall of the housing (3), and the other end passes through the upper side wall of the lifting sleeve (2) and is connected to the anti-detachment pin (82). The support rod (1) is provided with a clearance slot (11) that passes through its upper end wall at the position corresponding to the upper hinge shaft (81).

7. A limiting device for an accelerator pedal according to claim 1, characterized in that, The pedal connection assembly (6) includes a U-shaped clamp (61), a locking bolt (62), and a locking nut (63). The U-shaped clamp (61) is fixed to the top of the housing (3), and symmetrical connection holes are provided on both sides of its open end. The accelerator pedal (600) can be clamped in the inner cavity of the U-shaped clamp (61). The tail end of the locking bolt (62) passes through the two connection holes in sequence and is locked by the locking nut (63) to provide clamping force for clamping the accelerator pedal (600).

8. A control method for a limiting device for an accelerator pedal as described in any one of claims 1-7, characterized in that, Includes the following steps: Step 1: After powering on, initialize the limit device so that the limit pin (5) is in the retracted state and the accelerator pedal (600) is in the free state. Step 2: Use the GPS positioning module to obtain the vehicle's location information; Step 3: The controller (400) determines whether the vehicle is in the target area based on the vehicle location information; If not, return to step two; If so, proceed to step four; Step 4: Determine whether the main body of the device is in a limited position based on the signal from the limit pin position sensor (200); if so, return to step 2. If not, proceed to step five; Step 5: The controller (400) sends a control signal to the drive mechanism (4) to make the drive mechanism (4) rotate forward by a preset angle so that the limit pin (5) extends and switches to the limit state, and then returns to step 2.

9. A control method for a limiting device for an accelerator pedal according to claim 8, characterized in that, In step one, the initialization setting, that is, after powering on, the controller (400) obtains the position signal of the limit pin (5) fed back by the limit pin position sensor (200) to determine the state of the accelerator pedal (600); If the accelerator pedal (600) is in a free state, the controller (400) will not provide feedback and will proceed to the next step; If the accelerator pedal (600) is in the limit state, the controller (400) controls the drive mechanism (4) to reverse the preset angle to retract the limit pin (5) and switch to the free state.

10. A control method for a limiting device for an accelerator pedal according to any one of claims 8 or 9, characterized in that, In step five, before the controller (400) sends a control signal to the drive mechanism (4) to make it rotate in the forward direction, the controller (400) first determines whether the accelerator pedal (600) is pressed based on the vehicle speed collected by the vehicle's built-in speed sensor. If the accelerator pedal (600) is depressed, return to step four; If the accelerator pedal (600) is not pressed, the controller (400) sends a control signal to the drive mechanism (4) to make the drive mechanism (4) rotate forward by a preset angle so that the limit pin (5) extends, switches to the limit state, and then returns to step two.

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