A multi-path redundant automotive pedal force sensor

Abstract

This invention relates to the field of sensor technology, and in particular to a multi-redundant automotive pedal force sensor, comprising a housing, an elastomer, and a circuit board. The elastomer is used to feedback the brake signal it contacts. The elastomer and the circuit board are electrically connected, and the housing and the elastomer are connected, with the circuit board located between the elastomer and the housing. At least two sets of feedback components are formed on the top surface of the elastomer. Each feedback component includes two strain gauges arranged at intervals along the circumferential direction, which are used to feedback deformation information. A mating groove with a groove bottom is formed on the bottom surface of the elastomer. An internal deformation groove is formed on the bottom of the mating groove. Multiple feedback components are arranged inside the sensor, and each feedback component has two strain gauges, enabling the sensor to output independent SENT / PWM signals. Each signal can meet the functional safety requirements of ASIL B or above, realizing signal redundancy backup.

Description

Technical Field

[0001] This invention relates to the field of sensor technology, and in particular to a multi-redundant automotive pedal force sensor. Background Technology

[0002] Most brake pedal sensors currently on the market are Hall effect position angle sensors. These sensors measure the angle and travel of the driver's pedal to determine the driver's braking demand and level. The position angle sensor converts the change in the magnetic field caused by the rotation of the pedal into an electrical signal, thus transmitting the braking demand signal. However, it can only detect the depth of the pedal being pressed, not the force applied by the driver. The relationship between pedal force and displacement is not absolutely linear, especially in fault conditions or specific operating conditions; displacement signals alone cannot accurately reflect the driver's braking intention.

[0003] In traditional hydraulic braking, the position angle sensor is the absolute protagonist because the hydraulic pressure of the driver pressing the pedal is related to the angle stroke. However, in the era of new energy and intelligent driving, the demand for brake pedal force sensor is particularly important: (1) The brake pedal force sensor can detect how hard the driver presses the pedal, but the position angle sensor can only detect how deep the pedal is pressed; (2) The force sensor directly measures the pedal force and has a response in milliseconds, making it suitable as the main control signal for drive-by-wire braking. The position angle sensor measures displacement and has a corresponding delay in mechanical transmission; (3) Autonomous driving requires more redundant signals, and the combination of pedal force sensor and position angle sensor needs to be integrated on the car pedal.

[0004] Traditional brake pedal sensors typically only output a single signal. In high-level autonomous driving (L2+ and above), functional safety requirements must reach at least ASIL B level or above, resulting in weak fault detection capabilities and low fault tolerance of the system. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the problem that the brake pedal sensor in the prior art can usually only output a single signal, and the system has weak fault detection capability and low fault tolerance capability, so as to provide a multi-redundant automotive pedal force sensor.

[0006] The technical solution adopted by the present invention to solve its technical problem is: a multi-redundant automotive pedal force sensor, including a housing, an elastomer and a circuit board, wherein the elastomer is used to feed back the brake signal it contacts, the elastomer and the circuit board are electrically connected, the housing and the elastomer are connected, and the circuit board is located between the elastomer and the housing. At least two sets of feedback components are formed on the top surface of the elastomer. Each feedback component includes two strain gauges arranged at intervals along the circumferential direction. The strain gauges are used to provide feedback on deformation information. The bottom surface of the elastomer has a mating groove with a bottom. The bottom of the mating groove has an internal deformation groove extending towards the top surface of the elastomer. The internal deformation groove extends along the circumference and is connected end to end. The diameter of the circle containing the internal deformation groove is equal to the diameter of the circle containing the strain gauge. The sensor is equipped with multiple feedback components, and each feedback component contains two strain gauges, enabling the sensor to output independent SENT / PWM signals. Each signal can meet the functional safety requirements of ASIL B level and above, realizing signal redundancy backup and perfectly adapting to the stringent safety and reliability requirements of L2+ level and above autonomous driving systems.

[0007] To address the problem that the strain gauges cannot effectively detect the small overall deformation of the elastomer, resulting in insufficient sensor sensitivity, the following method is proposed: several deformation structure membranes are formed on the top surface of the elastomer, and the deformation structure membranes correspond one-to-one with the strain gauges. The strain gauges are arranged on their corresponding deformation structure membranes, and the strain gauges in the same feedback component are arranged relative to each other. The top surface of the elastomer has strain gain grooves extending towards the center of the elastomer. The strain gain grooves and the deformation structure membrane are arranged alternately, and there are strain gain grooves on both sides of the deformation structure membrane. The strain gain grooves contract inward from the periphery of the elastomer towards the center of the elastomer, and the corners of the strain gain grooves near the center of the elastomer are rounded.

[0008] To address the issues of assembly difficulties or uneven stress distribution on the mating surface when the bottom surface of the elastomer is connected to the external transmission component, which may affect the accuracy of internal deformation transmission, the following further method is proposed: the inner wall of the mating groove has a guide surface that expands outward from the bottom of the groove towards the opening, and the guide surface is in contact with the outer wall of the internal deformation groove.

[0009] To address the issue that stress singularities easily occur at the root of the deformation groove during the deformation process of an elastomer, leading to uneven deformation or even structural cracking, and the need to clearly define the effective stress area of ​​the sensor, the design further includes making the bottom of the internal deformation groove arc-shaped.

[0010] The bottom of the docking groove is provided with a clearance groove, which is located inside the internal deformation groove. The bottom of the docking groove between the clearance groove and the internal deformation groove is the stress-bearing surface.

[0011] To address the issue that thermal and assembly stresses generated during subsequent welding processes can be transmitted upwards along the elastomer and coupled to the deformable membrane, thus interfering with measurement accuracy and stability, the method further includes providing an external deformation groove extending inwards from the side of the elastomer. The external deformation groove extends circumferentially and is connected end to end, with its height located at the midpoint of the internal deformation groove.

[0012] To address the issues of convenience and sealing in connecting the housing and the elastomer, the elastomer is further provided with a protruding welding step on its side. The welding step is used for docking with the housing and is located below the external deformation groove.

[0013] To address the issues of precise installation, positioning, and stable support of the sensor at the client end, the system further includes a support step protruding from the bottom side of the elastomer. The top surface of the support step serves as the support surface, and two installation positioning slots are provided on the support step, arranged opposite to each other.

[0014] To address the challenge of achieving a highly reliable and precise connection between strain gauges and metallic elastomers, and to ensure the stable transmission of signals from physical deformation to electrical signals, the method further includes connecting the strain gauges to the top surface of the elastomer via glass glue, and connecting the strain gauges to the circuit board via connecting wires.

[0015] To address the issues of how the sensor provides a clear and redundant electrical interface to the outside world, and how the internal circuit board reliably outputs signals and grounds the system, the design further includes an interface tube protruding from the housing, with a pin group arranged inside the interface tube. The pin group includes two power pins, two SENT signal pins, two PWM signal pins, and two ground pins. The circuit board has springs corresponding to the number of pins in the pin group. The springs are in contact with the pins of the corresponding pin group. The circuit board is equipped with two grounding springs. The circuit board has bonding pads for connecting to the connecting wires.

[0016] The beneficial effects of this invention are as follows: This invention provides a multi-redundant automotive pedal force sensor, in which multiple feedback components are set inside the sensor, and each feedback component has two strain gauges, enabling the sensor to output independent SENT / PWM signals. Each signal can meet the functional safety requirements of ASIL B level and above, realizing signal redundancy backup. This solves the problem that traditional hydraulic braking systems cannot detect the force required by the driver to press the pedal, while also increasing the ECU system's fast response and allowing braking information to be transmitted faster. At the same time, it meets the L2+ level redundancy signal requirements for autonomous driving. The internal deformation groove adopts an embedded annular design with a circular arc bottom. The continuous and closed annular structure ensures that the deformation of the elastic body is uniform and smooth along the circumference when under stress, providing a highly consistent and linear strain field for the strain gauges arranged above it, thereby improving the accuracy and repeatability of the measurement. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0018] Figure 1This is a three-dimensional structural schematic diagram of the present invention; Figure 2 This is a front view structural diagram of the present invention; Figure 3 This is the present invention. Figure 2 Schematic diagram of the cross-sectional structure at point AA; Figure 4 This is an exploded structural diagram of the present invention; Figure 5 This is a three-dimensional structural diagram of the elastomer of the present invention; Figure 6 This is a top view of the elastomer of the present invention. Figure 7 This is the present invention. Figure 6 Schematic diagram of the cross-sectional structure at point BB; Figure 8 This is the present invention. Figure 6 A structural schematic diagram of the internal deformation groove (shown as dashed lines) in perspective view under the current state; Figure 9 This is a three-dimensional structural schematic diagram of the circuit board of the present invention; Figure 10 This is a schematic diagram of the installation state of the pedal force sensor of the present invention; Figure 11 This is the present invention. Figure 10 A schematic diagram of the cross-sectional structure; Figure 12 This is the present invention. Figure 11 A magnified structural diagram at point C.

[0019] In the diagram: 1. Housing; 11. Interface pipe; 2. Elastomer; 21. Butt groove; 211. Guide surface; 212. Force-bearing surface; 22. Internal deformation groove; 23. Deformation structure membrane; 24. Strain gain groove; 25. Clearance groove; 26. External deformation groove; 27. Welding step; 28. Supporting step; 281. Supporting surface; 282. Installation positioning groove. 3. Circuit board; 31. Spring; 32. Grounding spring; 33. Wire bonding pad; 4. Strain gauge; 41. Silicone sealant; 42. Connecting wire; 5. Pin group, 51. Power supply pin, 52. SENT signal pin, 53. PWM signal pin, 54. Ground pin; 6. Transmission mechanism; 61. Brake pedal; 62. Brake swing arm; 63. Pedal bracket; 64. Push rod; 65. Bearing; 66. Gasket; 67. Vacuum booster. Detailed Implementation

[0020] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the invention, and therefore only show the components relevant to the invention.

[0021] like Figure 1 This is a schematic diagram of the structure of the present invention. A multi-redundant automotive pedal force sensor includes a housing 1, an elastomer 2, and a circuit board 3. The elastomer 2 is used to feedback the brake signal it contacts. The elastomer 2 and the circuit board 3 are electrically connected. The housing 1 and the elastomer 2 are connected, and the circuit board 3 is located between the elastomer 2 and the housing 1. The housing 1 is fixed to the metal elastomer 2 by laser welding.

[0022] like Figure 3 , 5 As shown in Figures 6, 7, and 8, at least two sets of feedback components are formed on the top surface of the elastic body 2. Each feedback component includes two strain gauges 4 arranged at intervals along the circumferential direction. The strain gauges 4 are used to provide feedback on deformation information. Multiple feedback components are set inside the sensor, and each feedback component has two strain gauges 4, which enables the sensor to output independent SENT / PWM signals. Each signal can meet the functional safety requirements of ASIL B level and above, realizing signal redundancy backup and perfectly adapting to the stringent safety and reliability requirements of L2+ level and above autonomous driving systems.

[0023] The bottom surface of the elastic body 2 is provided with a docking groove 21 with a groove bottom. The bottom of the docking groove 21 is provided with an internal deformation groove 22 extending towards the top surface of the elastic body 2. The internal deformation groove 22 extends along the circumference and is connected end to end. The diameter of the circle where the internal deformation groove 22 is located is equal to the diameter of the circle where the strain gauge 4 is located. By setting the strain gauge 4 and the annular internal deformation groove 22 in a specific layout on the elastic body 2, the direct and accurate measurement of the pedal force is realized, and a structural basis is provided for realizing multi-channel redundant signal output. The diameter of the circle where the internal deformation groove 22 is located is equal to the diameter of the circle where the strain gauge 4 is located, ensuring that the strain gauge 4 can accurately sense the uniform deformation area guided by the internal deformation groove 22.

[0024] Circuit board 3 can also be called PCB assembly.

[0025] This application designs a metal elastomer 2 with elastic deformation. When the metal elastomer 2 is subjected to pressure, the surface of the metal elastomer 2 undergoes micron-level deformation. The silicon-based strain gauge 4 is affected by the deformation, and its resistance changes. Then, a voltage signal is generated through signal conditioning on the circuit board 3 to complete high-precision force measurement.

[0026] This invention solves the problem that traditional hydraulic braking systems cannot detect the force required by the driver's pedal; it also adds a fast-response ECU system, allowing braking information to be transmitted more quickly; and it meets the L2+ level redundancy signal requirements for autonomous driving. A plurality of deformable structural membranes 23 are formed on the top surface of the elastomer 2. The deformable structural membranes 23 correspond one-to-one with the strain gauges 4. The strain gauges 4 are arranged on their corresponding deformable structural membranes 23. The strain gauges 4 in the same feedback assembly are arranged opposite to each other. The top surface of the elastic body 2 has strain gain grooves 24 extending towards the center of the elastic body 2. These strain gain grooves 24 and the deformation structure membrane 23 are arranged alternately, with strain gain grooves 24 on both sides of the deformation structure membrane 23. The strain gain grooves 24 contract inward from the periphery of the elastic body 2 towards its center. This smooth contraction creates a strain gradient region, allowing micro-strains to undergo a gradual amplification process before reaching the deformation structure membrane 23. This prevents localized plastic deformation caused by abrupt changes and ensures a significant and uniform stress gain effect at the location of the strain gauge 4. The corner of the gain groove 24 near the center of the elastic body 2 is rounded. By setting an independent deformation structure membrane 23 below the strain gauge 4 and opening inwardly contracting and rounded strain gain grooves 24 on both sides, a local weak stiffness area is artificially created. This structure can concentrate most of the deformation generated by the elastic body 2 under pressure onto the deformation structure membrane 23, which plays the role of deformation amplification. This allows the strain gauge 4 arranged on it to sense a stronger strain signal, thereby significantly improving the sensitivity of the sensor. The rounded corner design of the strain gain groove 24 avoids structural fatigue failure caused by stress concentration.

[0027] like Figure 3 , 7 As shown, the inner wall of the docking groove 21 has a guide surface 211 that expands outward from the bottom of the groove towards the opening. The guide surface 211 is in contact with the outer wall of the inner deformation groove 22. That is, the docking groove 21 is designed as a chamfered trumpet shape, which effectively reduces the stress area of ​​the support surface and helps to form a larger stress and strain at the deformation structure membrane 23, thereby improving the product accuracy. It also helps to process the inner deformation groove 22.

[0028] like Figure 3 , 7 As shown, the bottom of the internal deformation groove 22 is arc-shaped, which is beneficial to the uniform transition of deformation and force when under tension. The groove diameter is designed to create a suitable arrangement range for strain gauges, thereby improving the linearity, repeatability and accuracy of the sensor.

[0029] like Figure 3 , 7As shown, the bottom of the docking groove 21 is provided with a relief groove 25, which is located inside the internal deformation groove 22. The bottom of the docking groove 21 between the relief groove 25 and the internal deformation groove 22 is a force-bearing surface 212. The relief groove 25 is used for placing the end of the push rod 64, and the force-bearing surface 212 is used to contact the gasket installed on the push rod 64. The relief groove 25 improves the strain transmission efficiency, and the annular design of the force-bearing surface 212 corresponds to the circle where the strain gauge 4 is located, further ensuring that each strain gauge 4 receives approximately the same deformation.

[0030] like Figure 3 , 7 As shown, the side of the elastic body 2 is provided with an external deformation groove 26 that extends inward. The external deformation groove 26 extends along the circumference and is connected end to end. The height of the external deformation groove 26 is located at the middle height of the internal deformation groove 22. The design of the external deformation groove 26 forms a stress isolation zone in the structure, which blocks the upward transmission of stress caused by external factors, prevents stress coupling in strain-sensitive areas, and ensures stable output.

[0031] like Figure 3 , 5 As shown in Figures 6, 7, and 8, a welding step 27 protrudes from the side of the elastomer 2. The welding step 27 is used for docking with the housing 1. The welding step 27 is located below the external deformation groove 26. The welding step 27 provides a clear docking position for the housing 1, which facilitates laser welding or other welding processes. Moreover, the welding step 27 is located below the external deformation groove 26. The external deformation groove 26 effectively isolates the residual stress generated by welding from the upper sensitive structure, thus balancing connection rigidity and measurement accuracy.

[0032] The bottom side of the elastomer 2 has a protruding support step 28, the top surface of the support step 28 is a support surface 281, and the support step 28 has two mounting positioning slots 282, which are arranged opposite to each other. The support step 28 provides a stable support surface 281, and the two oppositely arranged mounting positioning slots 282 facilitate positioning during installation, achieve accurate positioning and prevent mistakes, ensure that the force direction of the sensor coincides with the design axis, and improve installation consistency and measurement accuracy.

[0033] like Figure 5 , 6As shown in Figure 8, the strain gauge 4 is connected to the top surface of the elastomer 2 via glass glue 41. The glass glue 41 is printed on the surface of the elastomer 2 using a screen printing process. The strain gauge 4 is connected to the circuit board 3 via a connecting wire 42. The connecting wire 42 is made of aluminum wire, copper wire, or other metal wires capable of transmitting signals. The strain gauge 4 is fixed to the surface of the elastomer 2 by the glass glue 41. The glue layer is thin and rigid, ensuring that micron-level deformation is transmitted to the strain gauge 4 without being absorbed. The connecting wire 42 is bonded to the bonding pad 33 of the circuit board 3 to ensure that the signal enters the circuit board 3 for processing without attenuation, thereby improving signal integrity.

[0034] Connection of strain gauge 4 and elastomer 2: Silicon-based strain gauge 4 is placed and pasted on softened glass glue 41, and then the glass glue 41 is sintered in a special high-temperature tunnel furnace to sinter the silicon-based strain gauge 4 and the metal elastomer 2 into an integrated sensing element assembly.

[0035] like Figure 2 , 4 As shown, an interface tube 11 protrudes from the housing 1, and a pin group 5 is arranged inside the interface tube 11. The pin group 5 includes two power supply pins 51, two SENT signal pins 52, two PWM signal pins 53, and two ground pins 54. The interface tube 11 integrates two power supply pins 51, two SENT signal pins 52, two PWM signal pins 53, and two ground pins 54. With the corresponding spring 31 and double grounding spring 32 of the circuit board 3, dual completely independent signal outputs are realized, which can simultaneously support both SENT and PWM protocols. Each group of signals independently meets the ASIL B level requirements, which greatly enhances the signal redundancy and safety support for autonomous driving. The circuit board 3 has a spring 31 corresponding to the number of pins in the pin group 5. The spring 31 is in contact with the pins of the corresponding pin group 5. The circuit board 3 is equipped with two grounding springs 32. The circuit board 3 has a bonding pad 33 for connecting to the connecting line 42.

[0036] The circuit board 3 is attached to the metal elastomer 2 using special adhesive.

[0037] In this embodiment, the elastomer 2 is made of metal, and four sets of feedback components are installed on the elastomer 2. Each set of feedback components has two strain gauges 4, and the strain gauges 4 are made of silicon-based material. like Figure 4 , 9 As shown, the circuit board 3 has four chips, eight wire bonding pads 33 and eight spring clips 31. Each wire bonding pad 33 has three wire bonding nodes for connecting to the connecting line 42.

[0038] The pedal force sensor in this application has a range of 3-5KN; the product accuracy is within ±1%, and the force measurement range is ≤50N.

[0039] like Figure 10 , 11 As shown in Figure 12, the transmission mechanism 6 includes a brake pedal 61, a brake swing arm 62, a pedal bracket 63, a push rod 64, a bearing 65, a gasket 66, and a vacuum booster 67. The pedal bracket 63 is fixedly connected to the vehicle body, and the pedal force sensor is mounted on the pedal bracket 63. One end of the brake swing arm 62 is rotatably connected to the pedal bracket 63, and the other end is fixedly connected to the brake pedal 61. The push rod 64 is fixedly connected to the brake swing arm 62. A mounting groove is provided on the end of the push rod 64 near the pedal force sensor, and a mounting part is formed at its end. The bearing 65 and the gasket 66 are sleeved on the mounting part. The mounting part of the push rod 64 extends into the clearance groove 25. There is a gap between the mounting part at the front end of the push rod 64 and the clearance groove 25, that is, the mounting part does not contact the elastic body 2, and the force-bearing surface 212 contacts the gasket 66. The vacuum booster 67 is fixedly connected to the pedal bracket 63, and the vacuum booster 67 is docked with the pedal force sensor.

[0040] Working process: The brake pedal 61 is connected to the mating groove 21 on the bottom surface of the elastic body 2 of the pedal force sensor through the cooperation of the brake swing arm 62, push rod 64, bearing 65 and shim 66, and the force-bearing surface 212 is in contact with the shim 66.

[0041] When the driver presses the brake pedal 61, the force on the brake pedal 61 acts on the force-bearing surface 212 of the mating groove 21. The guide surface 211 guides the load to smoothly transition to the internal deformation groove 22 area. Under the action of the force, the arc-shaped structure at the bottom of the internal deformation groove 22 of the elastic body 2 makes the deformation uniform. The micro-strain is concentrated on the force-bearing surface 212 and the top area corresponding to the strain gauge 4. The strain gain groove 24 generates a stress gain effect on both sides of the deformation structure membrane 23, so that the silicon-based strain gauge 4 located on the deformation structure membrane 23 feels the amplified micro-strain. The resistance value of the strain gauge 4 changes accordingly. The external deformation groove 26 forms an isolation above the welding step 27, blocking the upward transmission of the welding residual stress of the shell 1 and ensuring that the strain sensing area is not disturbed.

[0042] Each set of feedback components transmits resistance change signals from strain gauges 4 to circuit board 3 via connecting lines 42. Circuit board 3 conditions and processes the signals, generating two independent electrical signals corresponding to two independent sensing channels. Each channel can output both SENT protocol signals and PWM signals. Both signals are connected to corresponding pins in interface tube 11 via spring contacts 31. Finally, an 8-pin interface consisting of two power pins 51, two SENT signal pins 52, two PWM signal pins 53, and two ground pins 54 outputs the signal. Grounding spring 32 on circuit board 3 provides reliable dual-path grounding, and wire bonding pads 33 ensure a secure connection between connecting lines 42 and circuit board 3. The entire sensor responds in real time when pedal force is applied, providing millisecond-level force signals, which are sent to the vehicle ECU in a multi-redundant manner to meet the stringent safety and speed requirements of autonomous driving and brake-by-wire systems.

[0043] Based on the above-described preferred embodiments of the present invention, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the inventive concept. The technical scope of this invention is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A multi-channel redundant automotive pedal force sensor, characterized in that, The device includes a housing (1), an elastomer (2), and a circuit board (3). The elastomer (2) is used to provide feedback on the brake signal it contacts. The elastomer (2) and the circuit board (3) are electrically connected. The housing (1) and the elastomer (2) are connected, and the circuit board (3) is located between the elastomer (2) and the housing (1). The top surface of the elastomer (2) is formed with at least two sets of feedback components, the feedback components including two strain gauges (4) arranged at intervals along the circumferential direction, the strain gauges (4) being used to provide feedback on deformation information; The bottom surface of the elastic body (2) is provided with a docking groove (21) with a groove bottom. The bottom of the docking groove (21) is provided with an internal deformation groove (22) extending in the direction of the top surface of the elastic body (2). The internal deformation groove (22) extends along the circumferential direction and is connected end to end. The diameter of the circle where the internal deformation groove (22) is located is equal to the diameter of the circle where the strain gauge (4) is located. The top surface of the elastomer (2) is formed with a plurality of deformation structure membranes (23), and the deformation structure membranes (23) and strain gauges (4) correspond one to one. The strain gauges (4) are arranged on their corresponding deformation structure membranes (23), and the strain gauges (4) in the same feedback component are arranged opposite to each other. The top surface of the elastomer (2) has a strain gain groove (24) extending toward the center of the elastomer (2). The strain gain groove (24) and the deformation structure membrane (23) are arranged alternately, and the deformation structure membrane (23) has a strain gain groove (24) on both sides. The strain gain groove (24) shrinks inward from the periphery of the elastomer (2) toward the center of the elastomer (2). The corner of the strain gain groove (24) near the center of the elastomer (2) is rounded.

2. The multi-redundant automotive pedal force sensor as described in claim 1, characterized in that: The inner wall of the docking groove (21) has a guide surface (211) that expands outward from the bottom of the groove towards the opening of the groove, and the guide surface (211) is in contact with the outer wall of the internal deformation groove (22).

3. A multi-redundant automotive pedal force sensor as described in claim 1, characterized in that: The bottom of the internal deformation groove (22) is arc-shaped.

4. A multi-channel redundant automotive pedal force sensor as described in claim 1, characterized in that: The bottom of the docking groove (21) is provided with a relief groove (25), which is located inside the internal deformation groove (22). The bottom of the docking groove (21) between the relief groove (25) and the internal deformation groove (22) is a force-bearing surface (212).

5. A multi-redundant automotive pedal force sensor as described in claim 1, characterized in that: The elastic body (2) has an external deformation groove (26) extending inward on its side. The external deformation groove (26) extends along the circumferential direction and is connected end to end. The height of the external deformation groove (26) is located at the height of the middle part of the internal deformation groove (22).

6. A multi-redundant automotive pedal force sensor as described in claim 5, characterized in that: The elastomer (2) has a protruding welding step (27) on its side, which is used for docking with the housing (1). The welding step (27) is located below the external deformation groove (26).

7. A multi-redundant automotive pedal force sensor as described in claim 6, characterized in that: The elastic body (2) has a support step (28) protruding from the bottom of its side. The top surface of the support step (28) is a support surface (281). The support step (28) has an installation positioning groove (282). There are two installation positioning grooves (282), and the two installation positioning grooves (282) are arranged opposite to each other.

8. A multi-redundant automotive pedal force sensor as described in claim 1, characterized in that: The strain gauge (4) is connected to the top surface of the elastomer (2) by glass glue (41), and the strain gauge (4) is connected to the circuit board (3) by connecting wire (42).

9. A multi-channel redundant automotive pedal force sensor as described in claim 8, characterized in that: An interface tube (11) protrudes from the housing (1), and a pin group (5) is arranged inside the interface tube (11). The pin group (5) includes two power supply pins (51), two SENT signal pins (52), two PWM signal pins (53), and two ground pins (54). The circuit board (3) has a spring (31) corresponding to the number of pins in the pin group (5). The spring (31) is in contact with the pins of the corresponding pin group (5). The circuit board (3) is equipped with a grounding spring (32), and there are two grounding springs (32). The circuit board (3) has a bonding pad (33) for connecting to the connecting line (42).

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