Pedal assembly, control method of pedal assembly and vehicle

Abstract

This invention discloses a pedal assembly, a control method for the pedal assembly, and a vehicle. The pedal assembly includes a first push rod, a second push rod, a lever, and a sensor. One end of the first push rod is provided with a first pedal; one end of the second push rod is provided with a second pedal; the first and second push rods are spaced apart and connected at both ends of the lever; the sensor is disposed opposite to the lever; wherein, one of the first and second push rods drives the lever to deflect, and the sensor is used to detect the deflection angle of the lever. By providing a sensor on the underside of the lever, the deflection angle of the lever is detected by the sensor, and a driving force is provided accordingly based on the deflection angle of the lever. Furthermore, since a lever is used to connect the first and second push rods, the lever can be used to connect the first and second push rods on both sides, allowing the first and second push rods to be stopped by the lever during use, thereby avoiding interference during the control of the movement direction on both sides.

Description

Technical Field

[0001] This invention relates to the field of pedal assembly technology, and in particular to a pedal assembly, a control method for the pedal assembly, and a vehicle. Background Technology

[0002] In existing technologies, special vehicles typically integrate forward and reverse controls into pedals for easier maneuverability. This means the pedal assembly includes a dedicated forward pedal for forward movement and a dedicated reverse pedal for reverse movement. While this design facilitates operation, interference between the forward and reverse pedals is prone to occur during actual use. Furthermore, while these pedals are primarily used to control forward and reverse movement, additional control structures are required to manage the output power for these actions, making the process complex for vehicle control. Therefore, it is essential to provide a method that avoids interference between the forward and reverse pedals and allows for efficient and simple control of vehicle movement. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a pedal assembly that connects a first pedal and a second pedal by using a lever, so that when one of the first pedal and the second pedal is used, the lever will stop at the other pedal to avoid control interference. Furthermore, during use, the output power of the pedal assembly can be determined according to the pedal travel distance, so as to make the operation of the vehicle equipped with the pedal assembly simpler and more convenient.

[0004] Another object of the present invention is to provide a control method for a pedal assembly, the control method being used to control the pedal assembly.

[0005] Another object of the present invention is to provide a vehicle having a pedal assembly as shown above and a method for controlling the pedal assembly.

[0006] According to an embodiment of the present invention, a pedal assembly includes: a first push rod, a second push rod, a lever, and a sensor. One end of the first push rod is provided with a first pedal; one end of the second push rod is provided with a second pedal; the first push rod and the second push rod are spaced apart and connected to the two ends of the lever; the sensor is disposed opposite to the lever; wherein, one of the first push rod and the second push rod drives the lever to deflect, and the sensor is used to detect the deflection angle of the lever.

[0007] According to an embodiment of the present invention, the pedal assembly has a sensor located on the lower side of the lever to detect the lever's offset angle and provide a corresponding driving force based on the lever's offset angle, making the control and use of the pedal assembly simpler and more reliable. Furthermore, by using a lever to connect the first push rod and the second push rod, the pedal assembly can connect the first and second push rods on both sides during use, allowing the first and second push rods to be stopped by the lever to avoid interference during the control of the movement direction on both sides, thus improving the safety and reliability of the pedal assembly.

[0008] In some embodiments, the lever includes a support frame and a swing block, with the first push rod and the second push rod connected to both ends of the support frame; the swing block is connected to the support frame by a fastener, and the sensor is connected to the swing block.

[0009] In some embodiments, during the use of the lever, it is suitable to include a support frame and a swing block. The swing block is suitable to be connected to the support frame by a fastener. Since the swing block and the sensor are suitable to be arranged opposite each other, the drive of the first push rod and the second push rod is suitable to be transmitted to the swing block through the support frame. This allows the sensor to collect feedback through the swing block during use, which not only simplifies the sensor detection process, but also allows the lever offset angle to be transmitted to the sensor for detection more reliably. As a result, the driving force provided by the pedal assembly during use can meet the usage requirements and is more accurate and reliable.

[0010] In some embodiments, the device further includes a reset member, which is a reset torsion spring, one end of which is connected to the sensor and the other end of which is connected to the swing block.

[0011] In some embodiments, during the use of the swing block, a reset member is suitable to be connected. Since the reset member is connected between the swing block and the sensor, during the use of the swing block, the movement of the swing block will drive the reset member to absorb elasticity. After the swing block is used up, the elastic effect in the reset member is released to drive the swing block to reset. This not only facilitates the reuse of the pedal assembly, but also prevents the sensor from sensing again and providing corresponding driving force after the reset lever, so as to make the pedal assembly more reliable and simplify the reuse process, thereby improving the user experience of the pedal assembly.

[0012] In some embodiments, the system further includes: two limiting members, which are arranged opposite to each other and are located on both sides of the support frame, and the limiting members are used to limit the rotation range of the support frame.

[0013] In some embodiments, during the use of the pedal assembly, it is suitable to provide a limiting element on the sensor so that the limiting element is suitable to restrict the rotation of the support frame on both sides and is provided at the extreme point of the rotation range of the support frame, thereby limiting the rotation range of the support frame, thereby avoiding excessive rotation of the support frame, preventing the output controlled by the pedal assembly from exceeding the upper limit of the driving force output, and improving the safety of use.

[0014] In some embodiments, the system further includes: two elastic elements disposed opposite each other on both sides of the support frame, the elastic elements being used to limit the lever to maintain its initial state.

[0015] In some embodiments, during the use of the pedal assembly, two elastic elements are adapted to be connected relative to each other. The two elastic elements are adapted to absorb elasticity during lever offset so as to release and drive the lever to reset after the lever offset is completed. Since the lever is connected to the first push rod and the second push rod, it is adapted to drive the first push rod and the second push rod to reset and move, thereby driving the pedal assembly to return to the initial state together with the reset element, so as to facilitate the subsequent use of the pedal assembly.

[0016] In some embodiments, the device further includes a third pedal disposed between the first pedal and the second pedal, the third pedal being connected to the brake.

[0017] In some embodiments, a third pedal is also integrated during the use of the pedal assembly. The third pedal is adapted to connect with a brake so that the pedal assembly is adapted to integrate braking performance during use, so that the user can brake the vehicle by using the third pedal.

[0018] According to an embodiment of the present invention, a control method for a pedal assembly is used to control the use of the pedal assembly, comprising: when the first pedal or the second pedal is pressed and moved, the first pedal or the second pedal drives the lever to deflect, the sensor detects the deflection angle of the lever, and provides a corresponding driving force according to the deflection angle; wherein the deflection angle is in the range of -35° to 35°.

[0019] According to the control method of the pedal assembly of the present invention, during the structural setting of the pedal assembly, it is suitable to provide limiting members on both sides of the support frame. The limiting members are set to limit the rotation range of the support frame. In order to ensure safety, the offset angle of the lever is limited to between -35° and 35° by the limiting members. In this way, during the control and use of the pedal assembly, the first push rod is controlled to push the lever or the second push rod is driven to rotate within the required range according to the control needs. The offset angle of the lever is detected by the sensor and the driving force is provided according to the offset angle. This simplifies the operation process of the vehicle equipped with the pedal assembly as shown above and makes the output control simpler. It can not only simplify the operation process of the vehicle, but also improve the user's performance in operating the vehicle.

[0020] In some embodiments, when the offset angle is between 0° and 5°, the control provides a positive driving force; When the offset angle is between 5° and 35°, the control provides a positive driving force and provides a proportional positive driving force according to the offset angle. When the offset angle is between -5° and 0°, the control provides a reverse driving force; When the offset angle is between -35° and 5°, the control provides a reverse driving force and provides a proportional reverse driving force according to the offset angle.

[0021] In some embodiments, during the operation of the pedal assembly, it is appropriate to provide a safety margin, that is, when the lever is deflected by 0°-5°, a positive driving force is determined to be provided. However, considering the possibility of accidental touch due to various situations, a positive driving force is determined to be provided, but the driving force is not transmitted into the vehicle for output use, so as to ensure that the influence of accidental touch interference is avoided and the safety of the pedal assembly is improved.

[0022] Meanwhile, when the lever deflects to more than 5°, it is suitable to determine that the pedal assembly is being operated and is not a mis-touch, so a positive driving force can be output to the vehicle. In use, this application sets the magnitude of the positive driving force to be positively correlated with the deflection angle, that is, the larger the deflection angle, the greater the driving force, so as to make the pedal assembly easier to use. In order to avoid excessively high motor drive output due to excessive angle, the positive deflection angle is limited to between 0° and 35°.

[0023] Similarly, when the lever deflects from -5° to 0°, a reverse driving force is provided. However, considering the possibility of accidental activation due to various circumstances, a reverse driving force is provided, but the driving force is not transmitted into the vehicle for output use, in order to avoid the influence of accidental activation interference and improve the safety of the pedal assembly control.

[0024] Furthermore, when the lever deflects to above -5°, it is suitable to determine that the pedal assembly is being operated and not accidentally activated, thus allowing a reverse driving force to be output to the vehicle. During use, this application sets the magnitude of the reverse driving force to be positively correlated with the deflection angle; that is, the larger the deflection angle, the greater the driving force, making the pedal assembly easier to use. To avoid excessively high motor drive output due to excessively large angles, the reverse deflection angle is limited to between -35° and 0°.

[0025] In some embodiments, when the offset angle is between -5° and 0°, the alarm horn is also controlled to be connected. When the offset angle is between -35° and -5°, the warning horn will be activated.

[0026] In some embodiments, during the control of the pedal assembly, it is suitable to provide a reverse driving force to drive the vehicle backward. During backward movement, visibility to the rear of the vehicle is insufficient, therefore a warning horn needs to be activated to alert the vehicle to the backward movement. Specifically, when the offset angle is determined to be between -5° and 0°, the warning horn is also activated and energized; however, considering potential interference, the horn is energized but not activated after energization. When the offset angle is determined to be between -35° and 5°, it is suitable to determine that the vehicle is moving backward, i.e., the vehicle is reversing, and a warning effect is required; therefore, the warning horn is activated.

[0027] A vehicle according to an embodiment of the present invention includes: a pedal assembly as described above, or a control method for the pedal assembly as described above.

[0028] According to embodiments of the present invention, the vehicle is equipped with a pedal assembly as shown above. By providing a sensor on the lower side of the lever to detect the lever's offset angle and correspondingly providing driving force based on the lever's offset angle, the control and use of the pedal assembly becomes simpler and more reliable, simplifying the vehicle's operation. Furthermore, by using a lever to connect the first and second push rods, the pedal assembly can be used to connect the first and second push rods on both sides during use. This allows the first and second push rods to be stopped by the lever, preventing interference during the control of the movement directions on both sides and improving the vehicle's safety and reliability.

[0029] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0030] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the pedal assembly according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the pedal assembly from another angle according to an embodiment of the present invention; Figure 3 This is a structural schematic diagram of the pedal assembly from another angle according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the initial state of the pedal assembly according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the first usage state of the pedal assembly according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the pedal assembly in a first use state according to an embodiment of the present invention from another perspective; Figure 7 This is a schematic diagram of the second usage state of the pedal assembly according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the pedal assembly in a second use state according to an embodiment of the present invention, from another perspective. Figure 9 This is a partial structural schematic diagram of the pedal assembly according to an embodiment of the present invention; Figure 10 This is a schematic diagram of the lever structure according to an embodiment of the present invention; Figure 11 This is a partial structural schematic diagram of the pedal assembly according to an embodiment of the present invention; Figure 12 This is a partial structural schematic diagram of the pedal assembly according to an embodiment of the present invention; Figure 13 This is a flowchart illustrating a control method for a pedal assembly according to an embodiment of the present invention; Figure label: Pedal assembly 10, Frame 100, First push rod 200, first pedal 210. Second push rod 300, second pedal 310. Lever 400, support frame 410, swing block 420, fastener 430. Sensor 500, Reset component 600, Limiting component 700, Elastic component 800, Third pedal 900, brake 910. Detailed Implementation

[0031] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0032] The following is for reference. Figures 1-13 The pedal assembly 10 according to an embodiment of the present invention includes: a first push rod 200, a second push rod 300, a lever 400, and a sensor 500.

[0033] Specifically, one end of the first push rod 200 is provided with a first pedal 210; one end of the second push rod 300 is provided with a second push rod 300; the first push rod 200 and the second push rod 300 are connected at intervals to the two ends of the lever 400; the sensor 500 is disposed opposite to the lever 400; wherein, one of the first push rod 200 and the second push rod 300 drives the lever 400 to deflect, and the sensor 500 is used to detect the deflection angle of the lever 400.

[0034] It should be noted that during the use of the pedal assembly 10, multiple different pedals are usually set on the pedal assembly 10 to perform different functions in order to facilitate the control of special vehicles. For example, two pedals can be separated to control the vehicle to move forward or backward respectively, so as to simplify the control process and improve the vehicle's handling convenience.

[0035] In the existing technology, the pedal assembly 10 is prone to interference between the two pedals during the control process. That is, the forward pedal and the reverse pedal will interfere during use. In particular, when both pedals are used, the control of both motion modes may be output, resulting in interference, which reduces the safety and reliability of the vehicle.

[0036] Therefore, this application proposes a pedal assembly 10, which is adapted to include: a frame 100, a first push rod 200, a second push rod 300, a lever 400, and a sensor 500. The frame 100 is adapted to support other structures in the pedal assembly 10. One end of the first push rod 200 is connected to a first pedal 210, and one end of the second push rod 300 is connected to a second push rod 300. During the use of the pedal assembly 10, it is adapted to control the pedal assembly 10 by controlling the pedal 210 and the second push rod 300 to drive them. The first push rod 200 and the second push rod 300 are adapted to be connected to both ends of the lever 400, so that when one of the first push rod 200 and the second push rod 300 is used, it will drive the lever 400 to deflect. At the same time, the lever 400 is adapted to stop the other push rod to avoid accidental use of the other push rod, thereby improving the safety and reliability of the pedal assembly 10.

[0037] Furthermore, a sensor 500 is provided on the lower side of the lever 400. Specifically, it can be set as an angle sensor 500 to detect the offset angle of the lever 400. Different driving actions are provided according to the offset angle of the lever 400. In some specific embodiments, the first push plate can be used to control the movement direction of the first push rod 200 and provide a positive driving force, while the second push rod 300 can be used to control the movement direction of the second push rod 300 and provide a reverse driving force.

[0038] According to an embodiment of the present invention, the pedal assembly 10, by providing a sensor 500 on the lower side of the lever 400 to detect the offset angle of the lever 400 and providing driving force accordingly based on the offset angle of the lever 400, makes the control and use of the pedal assembly 10 simpler and more reliable. Furthermore, by using the lever 400 to connect the first push rod 200 and the second push rod 300, the pedal assembly 10 can connect the first push rod 200 and the second push rod 300 on both sides during use. This allows the first push rod 200 and the second push rod 300 to be stopped by the lever 400 during use, avoiding interference during the control of the movement direction on both sides, thus improving the safety and reliability of the pedal assembly 10.

[0039] In some embodiments, the lever 400 includes a support frame 410 and a swing block 420. A first push rod 200 and a second push rod 300 are connected to both ends of the support frame 410. The swing block 420 is connected to the support frame 410 via a fastener 430, and a sensor 500 is connected to the swing block 420. That is, during the use of the lever 400, it is suitable to include a support frame 410 and a swing block 420. The swing block 420 is suitable to be connected to the support frame 410 via the fastener 430. Since the swing block 420 and the sensor 500 are suitable to be arranged opposite each other, the drive of the first push rod 200 and the second push rod 300 is suitable to be transmitted to the swing block 420 through the support frame 410. This allows the sensor 500 to collect feedback through the swing block 420 during use, which not only simplifies the detection process of the sensor 500 but also allows the offset angle of the lever 400 to be transmitted to the sensor 500 for detection more reliably. This ensures that the driving force provided by the pedal assembly 10 during use meets the usage requirements and is more accurate and reliable.

[0040] In some embodiments, the pedal assembly 10 further includes a reset member 600, which is a reset torsion spring. One end of the reset member 600 is connected to the sensor 500, and the other end is connected to the swing block 420. It is understood that the reset member 600 is suitable for connection during the use of the swing block 420. Since the reset member 600 is connected between the swing block 420 and the sensor 500, during the use of the swing block 420, the movement of the swing block 420 will drive the reset member 600 to absorb elasticity. After the swing block 420 is used up, the elastic force within the reset member 600 is released to drive the swing block 420 to reset. This not only facilitates the subsequent reuse of the pedal assembly 10, but also prevents the sensor 500 from sensing again and providing corresponding driving force, thereby increasing the reliability of the pedal assembly 10 and simplifying the reuse process, thus improving the user experience of the pedal assembly 10.

[0041] In some embodiments, the pedal assembly 10 further includes two limiting members, which are arranged opposite to each other and located on both sides of the support frame 410. The limiting members are used to limit the rotation range of the support frame 410. That is, during the use of the pedal assembly 10, it is suitable to provide limiting members on the sensor 500 so that the limiting members are suitable for limiting the rotation of the support frame 410 on both sides and are located at the extreme point of the rotation range of the support frame 410, thereby limiting the rotation range of the support frame 410, thereby avoiding excessive rotation of the support frame 410, preventing the output controlled by the pedal assembly 10 from exceeding the upper limit of the driving force output, and improving the safety of use.

[0042] In some embodiments, the pedal assembly 10 further includes two elastic elements 800 disposed opposite each other on both sides of the support frame 410. The elastic elements 800 are used to limit the lever 400 to maintain its initial state. Thus, during the use of the pedal assembly 10, two elastic elements 800 are adapted to be connected opposite each other. The two elastic elements 800 are adapted to absorb elasticity during the offset of the lever 400, so as to release and drive the lever 400 to reset after the offset is completed. Since the lever 400 is connected to the first push rod 200 and the second push rod 300, it is adapted to drive the first push rod 200 and the second push rod 300 to reset and move, thereby driving the pedal assembly 10 to return to its initial state together with the reset member 600, so as to facilitate the subsequent use of the pedal assembly 10.

[0043] In some embodiments, the pedal assembly 10 further includes a third pedal 900, which is disposed between the first pedal 210 and the second push rod 300, and is connected to the brake 910. That is, during use, the pedal assembly 10 also integrates a third pedal 900, which is adapted to connect to the brake 910, so that the pedal assembly 10 is adapted to integrate braking performance during use, allowing the user to brake the vehicle using the third pedal 900.

[0044] According to an embodiment of the present invention, a control method for a pedal assembly 10 is used to control the use of the pedal assembly 10, comprising: when the first pedal 210 or the second push rod 300 is stepped on and moved, the first pedal 210 or the second push rod 300 drives the lever 400 to deflect, the sensor 500 detects the deflection angle of the lever 400, and provides a corresponding driving force according to the deflection angle; wherein the deflection angle is in the range of -35° to 35°.

[0045] It is understandable that in the structural design of the pedal assembly 10, limiting members are suitable to be provided on both sides of the support frame 410. The limiting members are designed to limit the rotation range of the support frame 410. In order to ensure safety, the offset angle of the lever 400 is limited to between -35° and 35° by the limiting members. In this way, during the control and use of the pedal assembly 10, the first push rod 200 or the second push rod 300 is controlled to drive the lever 400 to rotate within the required range according to the control needs. The offset angle of the lever 400 is detected by the sensor 500 and driving force is provided accordingly based on the offset angle. This simplifies the operation process of the vehicle equipped with the pedal assembly 10 as shown above and makes the output control simpler. It not only simplifies the vehicle operation process but also improves the user's vehicle operation performance.

[0046] In some embodiments, when the offset angle is between 0° and 5°, the control provides a positive driving force; When the offset angle is between 5° and 35°, the control provides positive driving force and provides proportional positive driving force according to the offset angle. When the offset angle is between -5° and 0°, the control provides a reverse driving force; When the offset angle is between -35° and -5°, the control provides a reverse driving force and provides a proportional reverse driving force according to the offset angle.

[0047] Understandably, for ease of understanding, it is appropriate to define the initial state of lever 400 as 0° point. During the operation of pedal assembly 10, it is appropriate to provide a safety margin, that is, when lever 400 deviates by 0°-5°, it is determined to provide a positive driving force. However, considering the possibility of accidental touch due to various situations, it is determined to provide a positive driving force, but the driving force is not transmitted to the vehicle for output use, so as to avoid the influence of accidental touch interference and improve the control and use safety of pedal assembly 10.

[0048] Simultaneously, when the lever 400 deflects to more than 5°, it is suitable to determine that the pedal assembly 10 is being operated and is not a mis-touch, thus allowing a positive driving force to be output to the vehicle. Furthermore, during use, this application sets the magnitude of the positive driving force to be positively correlated with the deflection angle; that is, the larger the deflection angle, the greater the driving force, making the use of the pedal assembly 10 simpler. To avoid excessively high output from the control motor due to excessively large angles, the positive deflection angle is limited to between 0° and 35°.

[0049] Similarly, when the lever is offset by 400° -5° to 0°, it is determined to provide a reverse driving force. However, considering the possibility of accidental activation due to various situations, it is determined to provide a reverse driving force, but the driving force is not transmitted into the vehicle for output use, so as to avoid the influence of accidental activation interference and improve the control and use safety of the pedal assembly 10.

[0050] Furthermore, when the lever 400 deflects to above -5°, it is suitable to determine that the pedal assembly 10 is being operated and is not a misoperation, thus allowing a reverse driving force to be output to the vehicle. During use, this application sets the magnitude of the reverse driving force to be positively correlated with the deflection angle; that is, the larger the deflection angle, the greater the driving force, making the use of the pedal assembly 10 simpler. To avoid excessively high output from the control motor due to excessively large angles, the reverse deflection angle is limited to between -35° and 0°.

[0051] In some embodiments, when the offset angle is between -5° and 0°, the alarm horn is also activated; when the offset angle is between -35° and 5°, the alarm horn is activated.

[0052] Understandably, during the control of the pedal assembly 10, it is suitable to provide reverse driving force to drive the vehicle backward. During this backward movement, observation of the rear of the vehicle is insufficient, therefore, a warning horn needs to be activated to alert the vehicle to the backward movement. Specifically, when the offset angle is determined to be between -5° and 0°, the warning horn is activated and energized. However, considering potential interference, the horn is energized but not activated after being energized. When the offset angle is determined to be between -35° and 5°, it is suitable to determine that the vehicle is moving backward, i.e., the vehicle is reversing, requiring a warning effect; therefore, the warning horn is activated.

[0053] A vehicle according to an embodiment of the present invention includes: the pedal assembly 10 as described above, or a control method for the pedal assembly 10 as described above.

[0054] It should be noted that the vehicles mentioned in this application generally refer to special vehicles, such as forklifts. A common feature of forklift dual-pedal driving control mechanisms is that the right foot controls the forward pedal, and the left foot controls the reverse pedal. The brake pedal is located between the left and right driving pedals. Depressing the forward pedal propels the vehicle forward, and depressing the reverse pedal propels it backward. The forward and reverse speeds are directly proportional to the pedal travel; the greater the pedal travel and the greater the pedal depressing angle, the faster the forklift. To ensure the vehicle can only move forward or backward, the forward and reverse pedals in a dual-pedal forklift structure are generally designed with a rocker interlock mechanism. When the forward pedal is depressed, the reverse pedal is raised, and vice versa. The greater the pedal angle, the greater the vehicle speed. To ensure comfortable operation, the pedal travel is generally kept within a suitable range, and the pressure applied to the pedals is kept within a reasonable range. To prevent accidental pedal contact and to prevent the vehicle from moving due to pedal wobbling during bumps, there should be a free travel distance when the pedals are in the neutral position. The brake pedal is operated by the right foot, and when pressed, the vehicle can reliably achieve service braking.

[0055] In some specific embodiments, the reverse pedal and the forward pedal are symmetrically mounted on the left and right sides of the pedal frame shaft and can swing around the shaft. The brake pedal is mounted on the brake pedal shaft at the rear of the pedal frame. The master cylinder is mounted on the mounting plate in the middle of the pedal frame. The push rod of the master cylinder is connected to the hole on the brake pedal through a pin. The oil inlet of the master cylinder is connected to the brake fluid cup, and the oil outlet is connected to the brake 910 on the forklift drive axle. The brake pedal is provided with a switch plate that contacts the rear brake switch. When the brake pedal is pressed, the master cylinder supplies oil to the two brakes 910, which can reliably achieve braking. The reverse pedal and forward pedal are connected to the left and right pedal push rods, both of which have ball joint bearings at both ends. The front ends of the left and right pedal push rods are connected to the lever 400 on the angle sensor 500 assembly. The angle sensor 500 assembly is mounted on the pedal frame by fasteners. The lever 400 is located between the front and rear clamps. The clamping mechanism, which consists of a spring seat, two sets of compression springs, and a screw, always presses the lever 400 to ensure that the lever 400 returns to its reliable position. When there is no operating action, the lever 400 is in the zero-degree position. The angle sensor 500 assembly consists of a lever 400 connected by bolts, an angle sensor 500 at the bottom of a swing block 420, etc. The hole in the middle of the swing block 420 is the same shape as the chamfered shaft of the angle sensor 500 and is installed and fitted, and is pressed onto the shaft of the angle sensor 500 with a shaft head screw. When the lever 400 swings, it will drive the shaft of the angle sensor 500 to swing. The maximum left and right swing angle is determined by the position of the two inclined surfaces of the swing block 420 contacting the left limit block and the right limit block of the angle sensor 500. In this scheme, the maximum left and right rotation angle is 35°. The angle sensor 500 has a torsion spring and a pin, which work together with the pin on the swing block 420 to ensure that the shaft of the angle sensor 500 returns to zero in the initial state.

[0056] When the driver presses the forward pedal, the right pedal pusher pushes lever 400 to overcome the resistance of the compression spring through the clamp, rotating counterclockwise and causing the angle sensor 500 shaft to rotate. The left pedal pusher pushes the reverse pedal backward. Within the initial 5° rotation angle range, the angle sensor 500 outputs a voltage signal of 0.4-0.6V, but the forward switch is not turned on, so the travel motor does not rotate and the vehicle remains stationary. When the forward pedal is pressed further and the angle sensor 500 shaft rotates more than 5°, the forward switch inside the angle sensor 500 turns on, outputting an electrical signal of 0.6-4.6V. The vehicle controller then outputs corresponding instructions to the travel motor according to the program, enabling the forklift to move forward from the lowest speed to the highest speed range. This is the control principle described above. Conversely, when the reverse pedal is pressed, the left pedal push rod lever 400 rotates in the opposite direction, and the clockwise rotation drives the angle sensor 500 shaft to rotate. The right pedal push rod pushes the forward pedal to move backward. Within the initial 5° rotation range, the angle sensor 500 outputs a voltage signal of 0.4-0.6V, but the reverse switch is not activated, so the travel motor does not rotate, and the vehicle remains stationary. When the reverse pedal is pressed further and the angle sensor 500 shaft rotates more than 5°, the reverse switch inside the angle sensor 500 is activated, outputting a 0.6-4.6V electrical signal. The vehicle controller outputs corresponding commands to the travel motor according to the program, and simultaneously activates the reversing buzzer or reversing horn to alert pedestrians, enabling the forklift to reverse from the lowest to the highest speed range. Because the angle sensor 500 has a travel limit protrusion, the maximum left and right rotation angle of the angle sensor 500 is 35°, so there is a sense of travel termination when the forward and reverse pedals are fully depressed, preventing mechanism failure caused by over-pressing the pedals. The 35° rotation angles to the left and right of the angle sensor 500 are relatively easy to achieve with the lever 400 mechanism, unlike the 90° rotation angles to the left and right of the center angle sensor 500, which are difficult to achieve. Due to the action of the lever 400, when the forward pedal is pressed, the reverse pedal will spring back, and similarly, when the reverse pedal is pressed, the forward pedal will spring back. This achieves another operational interlock from a mechanical perspective. Combined with the electrical logic interlock shown in the diagram, the vehicle's driving operation is doubly protected, ensuring driving safety. In addition, the angle sensor 500 has a dead zone of 5° and less than 0.6V in both the forward and reverse directions. Therefore, when the pedal is in the neutral position, minor accidental collisions or pedal wobbling caused by road bumps will not cause the vehicle to engage gears and drive, eliminating potential safety hazards in forklift use.In this design, the 500 angle sensor outputs a forward signal in the first quadrant and a reverse signal in the fourth quadrant, with an approximately V-shaped signal output line. Both forward and reverse signals have a 4V range. The voltage signal is directly proportional to the motor speed during forward and reverse movement; that is, the higher the voltage signal, the higher the motor speed. This makes it relatively easy to implement for forklift speed control that requires the same forward and reverse speeds. Furthermore, the design includes multiple signal outputs such as forward and reverse switch signals, a reverse horn, or a buzzer, enabling mutual safety protection.

[0057] Furthermore, this application also presents a complete service brake control mechanism. The master cylinder is mounted on a mounting plate in the middle of the pedal bracket. The master cylinder push rod is connected to the brake pedal via a pin. The inlet of the master cylinder is connected to the brake fluid reservoir, and the outlet is connected to the brake 910 on the forklift drive axle. When the driver depresses the brake pedal, the brake pedal pushes the master cylinder, which then outputs brake fluid to the brake 910 on the forklift wheels, achieving reliable braking of the forklift. Simultaneously, two brake switches mounted at the rear of the pedal, due to the displacement of the switch plates on the brake pedal, provide electrical signals to the forklift controller. The controller then issues a command to cut off the forklift's travel motor (regardless of forward or reverse), thus making the forklift braking more reliable. The reverse pedal, brake pedal, and forward pedal are not coaxially mounted, so depressing the brake pedal does not affect the operation of the reverse pedal and forward pedal.

[0058] According to an embodiment of the present invention, the vehicle is equipped with a pedal assembly 10 as shown above. A sensor 500 is provided below the lever 400 to detect the offset angle of the lever 400 and to provide driving force accordingly. This simplifies the control and use of the pedal assembly 10, making the vehicle operation process simpler and more reliable. Furthermore, by using the lever 400 to connect the first push rod 200 and the second push rod 300, the pedal assembly 10 can be used to connect the first push rod 200 and the second push rod 300 on both sides. This allows the first push rod 200 and the second push rod 300 to be stopped by the lever 400 during use, preventing interference during the control of the movement direction on both sides and improving the safety and reliability of the vehicle.

[0059] Other configurations and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0060] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0061] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A pedal assembly, characterized in that, include: A first push rod, one end of which is provided with a first pedal; The second push rod has a second pedal at one end; A lever, wherein the first push rod and the second push rod are connected at intervals to the two ends of the lever; The sensor is positioned opposite the lever; In this configuration, one of the first push rod and the second push rod drives the lever to deflect, and the sensor is used to detect the deflection angle of the lever.

2. The pedal assembly according to claim 1, characterized in that, The lever includes: A support frame, wherein the first push rod and the second push rod are connected to both ends of the support frame; A swing block is connected to the support frame by a fastener, and the sensor is connected to the swing block.

3. The pedal assembly according to claim 2, characterized in that, Also includes: A reset element, which is a reset torsion spring, is provided. One end of the reset element is connected to the sensor, and the other end is connected to the swing block.

4. The pedal assembly according to claim 2, characterized in that, It also includes: two limiting members, which are arranged opposite each other and are located on both sides of the support frame. The limiting members are used to limit the rotation range of the support frame.

5. The pedal assembly according to claim 2, characterized in that, Also includes: Two elastic elements are arranged opposite each other on both sides of the support frame. The elastic elements are used to limit the lever to maintain its initial state.

6. The pedal assembly according to claim 1, characterized in that, It also includes a third pedal, which is located between the first pedal and the second pedal and is connected to the brake.

7. A control method for a pedal assembly, the control method being used to control the use of the pedal assembly, characterized in that, include: When the first pedal or the second pedal is pressed and moved, the first pedal or the second pedal drives the lever to deflect. The sensor detects the deflection angle of the lever and selectively provides a corresponding driving force according to the deflection angle. The offset angle ranges from -35° to 35°.

8. The control method for the pedal assembly according to claim 7, characterized in that, When the offset angle is between 0° and 5°, the control provides a positive driving force; When the offset angle is between 5° and 35°, the control provides a positive driving force and provides a proportional positive driving force according to the offset angle. When the offset angle is between -5° and 0°, the control provides a reverse driving force; When the offset angle is between -35° and 5°, the control provides a reverse driving force and provides a proportional reverse driving force according to the offset angle.

9. The control method for the pedal assembly according to claim 8, characterized in that, When the offset angle is between -5° and 0°, the alarm horn is also activated. When the offset angle is between -35° and -5°, the warning horn will be activated.

10. A vehicle, characterized in that, include: The pedal assembly as described in any one of claims 1-6, or the control method for the pedal assembly as described in any one of claims 7-9.

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