Vehicle brake pedal opening detection device, method, and vehicle

Abstract

The application discloses a kind of vehicle brake pedal opening detection device and method, the device includes brake pedal arm, angular displacement sensor and the corner amplification mechanism connected between the brake pedal arm and the angular displacement sensor, corner amplification mechanism is configured to the rotation angle of brake pedal arm is amplified and then transmitted to angular displacement sensor.The vehicle brake pedal opening detection device of the application sets up corner amplification mechanism to connect brake pedal arm and angular displacement sensor, and the detection accuracy and detection stability of brake pedal opening signal are improved by corner amplification.The application further discloses a kind of vehicle.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology. Specifically, this invention relates to a vehicle brake pedal opening detection device, method, and vehicle. Background Technology

[0002] Currently, for new energy commercial vehicles that are not equipped with EBS (Electronic Braking System), the solution for obtaining the brake pedal opening signal is a coaxial angular displacement sensor connected to the brake pedal. This solution requires high precision in the coaxial fit between the sensor and the pedal shaft. However, the pedal shaft is a clearance fit kinematic pair, which is prone to wear and radial wobble after long-term use, affecting the accuracy of the detection results.

[0003] At the same time, due to structural limitations, the brake pedal has a very small rotation angle, the effective detection stroke of the angular displacement sensor is short and the tolerance range is low. Even a tiny displacement of the brake pedal will trigger a signal jump, making it difficult to guarantee detection accuracy and stability.

[0004] This invention provides a vehicle brake pedal opening detection device, particularly concerning how to improve detection accuracy and stability. Summary of the Invention

[0005] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention provides a vehicle brake pedal opening detection device, with the purpose of improving detection accuracy and stability.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a vehicle brake pedal opening detection device, including a brake pedal arm, an angular displacement sensor, and an angle amplification mechanism connected between the brake pedal arm and the angular displacement sensor. The angle amplification mechanism is configured to amplify the rotation angle of the brake pedal arm and transmit it to the angular displacement sensor.

[0007] The angular amplification mechanism includes a brake swing arm and a sensor fork. The brake swing arm is configured to rotate synchronously with the brake pedal arm. The sensor fork is connected to the angular displacement sensor and is used to drive the angular displacement sensor to output an electrical signal corresponding to the rotation angle of the brake pedal arm during rotation. The brake swing arm has a first rotation radius that deviates from the axis of the brake pedal arm, and the sensor fork has a second rotation radius that deviates from the axis of the angular displacement sensor. The first rotation radius is greater than the second rotation radius, and the axis of the brake pedal arm is parallel to the axis of the angular displacement sensor.

[0008] The angle amplification mechanism also includes a drive shaft, with its two ends connected to the brake swing arm and the sensor fork, respectively, to transmit the rotation of the brake swing arm to the sensor fork.

[0009] The sensor fork has a groove at one end, and one end of the drive shaft is a smooth cylindrical section that slides within the groove.

[0010] The brake swing arm is located between the brake pedal arm and the sensor shift fork, and the length of the drive shaft is 85~95mm.

[0011] The brake swing arm has a threaded hole at its end, and the drive shaft has an external thread at its end. The drive shaft is screwed into the threaded hole of the brake swing arm and locked in place by a lock nut.

[0012] The brake swing arm and the brake pedal arm are rigidly connected by welding and rotate together around the pedal axis.

[0013] The angular displacement sensor is a Hall angular displacement sensor, which integrates a permanent magnet, a Hall element and a return spring. The permanent magnet is set at one end of the sensor fork, and the return spring is used to apply a return torque to the sensor fork so that it automatically returns to the initial zero position when no external force is applied.

[0014] The brake pedal arm is mounted on the pedal base via a pedal pivot, and the angular displacement sensor is mounted on the pedal base. The angular displacement sensor has at least two mounting holes, and at least one mounting hole is an oblong hole.

[0015] The present invention also provides a method for detecting the opening degree of a vehicle brake pedal, comprising: The rotational motion of the brake pedal arm caused by braking is amplified by an angle amplification mechanism connected to the angular displacement sensor. When the sensor fork rotates, it drives the angular displacement sensor to work, so that the angular displacement sensor outputs an electrical signal corresponding to the rotation angle of the brake pedal arm.

[0016] The step of amplifying the angle of the rotational motion of the brake pedal arm caused by braking specifically includes: The brake swing arm, which rotates synchronously with the brake pedal arm and has a first rotation radius, is used as the input arm. A sensor fork with a second rotation radius that rotates synchronously with the angular displacement sensor is used as an output arm, wherein the first rotation radius is greater than the second rotation radius; Rotational motion is transmitted from the brake arm to the sensor fork via a drive shaft that is connected to the brake arm and the sensor fork at both ends.

[0017] The vehicle brake pedal opening detection method further includes: when the brake is released, using a return spring installed inside the angular displacement sensor, driving the sensor shift fork to automatically reset to the initial zero position.

[0018] The present invention also provides a vehicle including the aforementioned vehicle brake pedal opening detection device.

[0019] The vehicle brake pedal opening detection device of the present invention is provided with an angle amplification mechanism connecting the brake pedal arm and the angular displacement sensor, which improves the detection accuracy and stability of the brake pedal opening signal by angle amplification. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of the vehicle brake pedal opening detection device of the present invention; Figure 2 This is an exploded view of the angular displacement sensor and related structures; The markings in the above figures are as follows: 1. Pedal base; 2. Angular displacement sensor; 3. Sensor fork; 4. Drive shaft; 5. Brake swing arm; 6. Brake pedal arm; 7. Pedal pivot; 8. First sensor mounting bolt; 9. Second sensor mounting bolt; 10. Locking nut; 11. First half-shell; 12. Second half-shell; 13. Hall element; 14. Return spring. Detailed Implementation

[0021] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0022] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may be an intervening element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," and similar expressions used in this document are for illustrative purposes only.

[0023] It should be noted that in the following embodiments, the terms "first" and "second" do not represent an absolute distinction in structure and / or function, nor do they represent the order of execution, but are merely for the convenience of description.

[0024] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0025] The technical concept of this invention includes: With the continuous rise in logistics and transportation costs, increased market freight rate fluctuations, and intensifying industry competition, the new energy commercial vehicle market has placed higher demands on the energy efficiency, operational reliability, and uptime efficiency of vehicles. Braking energy recovery, as a key technology for achieving energy conservation, emission reduction, and improved range in new energy commercial vehicles, relies heavily on the real-time and accurate acquisition of brake pedal opening signals for its control precision and response timing. The performance of pedal opening sensing directly determines the operating efficiency and control quality of the braking energy recovery system. For commercial vehicles without EBS (Electronic Braking System), the industry currently employs three main technical solutions to obtain brake pedal opening signals: The first solution uses an electronically controlled master brake valve with a built-in displacement sensor to directly output the pedal opening electrical signal; the second solution adds a pressure sensor to the outlet circuit of a traditional mechanical brake master valve, indirectly calculating the pedal opening signal by monitoring changes in outlet air pressure; the third solution integrates a conventional angular displacement sensor into the brake pedal mechanism, coaxially connecting the sensor to the brake pedal shaft to directly acquire the pedal rotation angle and output the opening signal. While all three solutions can detect brake pedal opening, they each have their own technical limitations in practical industrial applications, making it difficult to simultaneously meet the requirements of large-scale application and high-reliability operation in new energy commercial vehicles. Specific shortcomings are as follows: First, the electronically controlled master brake valve solution has disadvantages in terms of cost and maintenance. The valve body of this solution has an integrated electronic control acquisition module, and the components have a complex structure and high unit procurement cost. Moreover, the electronic control acquisition module operates under harsh conditions of vehicle vibration, humidity, heat, and oil contamination for a long time, resulting in a relatively high failure rate. After a failure, the electronic control acquisition module cannot be repaired or replaced separately. The entire brake master valve assembly must be replaced. The disassembly and assembly process requires the removal of air pipes, pipe joints, and other components, which is cumbersome and time-consuming. This results in high usage and maintenance costs throughout the vehicle's life cycle, making it difficult to meet the application requirements of commercial vehicles for extreme cost-effectiveness.

[0026] Secondly, the solution of adding a pressure sensor to the air outlet circuit of the mechanical brake master valve has problems with signal lag and insufficient stability. This solution is an indirect detection method, which can only generate an effective signal after the brake master valve establishes output air pressure and the air brake starts to work. There is no effective opening signal output during the pedal free travel phase, which cannot meet the control requirements for early intervention of brake energy recovery and directly limits the improvement of energy recovery efficiency. At the same time, the air pressure in the air circuit is easily affected by various factors such as fluctuations in the vehicle's air consumption, pipeline leaks, and changes in ambient temperature. The opening signal obtained based on air pressure conversion has poor stability and is prone to causing the energy recovery ratio to fluctuate frequently, which is not conducive to the control of the vehicle's energy consumption.

[0027] Third, the conventional angular displacement sensor solution with coaxial connection to the brake pedal has drawbacks such as poor installation compatibility, insufficient detection stability, and high maintenance costs. This solution requires the sensor shaft and the brake pedal shaft 7 to maintain a high-precision coaxial fit. However, the brake pedal shaft itself is a kinematic pair with a clearance fit structure, which is prone to wear and radial wobble after long-term use, affecting detection accuracy. Moreover, the pedal arm and base are mostly made of sheet metal welded with cast aluminum, which has manufacturing and assembly errors such as welding deviation, processing warping, and installation deformation. It is difficult to ensure that the sensor shaft and the pedal shaft are completely concentric, which can easily cause signal drift and zero-point deviation problems. This manifests as the opening signal being output too early or too late, which not only reduces the braking energy recovery effect and increases the vehicle's power consumption, but also causes shifting difficulties and unresponsive accelerator pedals in some models. Such faults are more common in new cars at zero kilometers and short mileage, which can easily lead to user complaints and even grievances. Furthermore, due to the limitations of the brake master valve and control arm structure, the brake pedal shaft has an extremely small rotation angle throughout its entire stroke. The effective detection stroke of the angular displacement sensor is short, and its tolerance range is extremely low. Even a tiny displacement of the brake pedal can trigger a signal jump, making it difficult to guarantee detection accuracy and long-term stability. In addition, conventional angular displacement sensors typically lack universal diagnostic protocols and cannot be integrated into the vehicle diagnostic system. They require dedicated calibration equipment, which is costly and difficult to widely adopt at service stations. When drift or malfunction occurs, the entire assembly, including the brake pedal and brake master valve, usually needs to be replaced, resulting in high after-sales maintenance costs and low repair efficiency. The technical solution of this invention is as follows: Firstly, such as Figure 1 and Figure 2 As shown, this embodiment of the invention provides a vehicle brake pedal opening detection device, including a pedal base 1, a brake pedal arm 6, an angular displacement sensor 2, and an angle amplification mechanism connected between the brake pedal arm 6 and the angular displacement sensor 2. The angle amplification mechanism is configured to amplify the rotation angle of the brake pedal arm 6 and transmit it to the angular displacement sensor 2.

[0028] Specifically, the vehicle brake pedal opening detection device provided in this embodiment of the invention is used to accurately sense the rotational opening of the brake pedal and convert it into an electrical signal. It is suitable for vehicles that require high-precision braking intention recognition, such as new energy commercial vehicles. The pedal base 1 serves as the load-bearing foundation and is mounted on the vehicle body. The brake pedal arm 6 is the main component that bears the driver's pedal force. The brake pedal arm 6 is rotatably mounted on the pedal base 1 via a pedal shaft 7. One end of the brake pedal arm 6 is mounted on the pedal shaft 7, and the other end extends into the driver's cab, where the brake pedal body is mounted. When the driver applies force to the pedal surface of the brake pedal body, the brake pedal arm 6 rotates around the axis of the pedal shaft 7. The brake swing arm 5 is rigidly connected to the brake pedal arm 6, and the two rotate synchronously. The brake swing arm 5 and the brake pedal arm 6 are arranged adjacent to each other, and the length of the brake swing arm 5 is less than the length of the brake pedal arm 6. The angular displacement sensor 2 is not coaxial with the pedal shaft 7; their axes are parallel. In this embodiment of the invention, a non-coaxial detection structure is adopted to replace the traditional coaxial direct-connection angular displacement sensor solution. This solves the problems of drift and poor accuracy of the opening detection signal caused by the small rotation angle and low tolerance of the pedal shaft in the existing coaxial direct-connection angular displacement sensor. The detection accuracy and stability of the brake pedal opening signal are improved by amplifying the rotation angle.

[0029] like Figure 1 and Figure 2 As shown, in this embodiment of the invention, an angle amplification mechanism is provided between the brake pedal arm 6 and the angular displacement sensor 2 to amplify the minute rotation angle of the pedal shaft 7 by a certain proportion before transmitting it to the angular displacement sensor 2. Specifically, the angle amplification mechanism includes a brake swing arm 5 and a sensor fork 3. The brake swing arm 5 is configured to rotate synchronously with the brake pedal arm 6. The sensor fork 3 is connected to the angular displacement sensor 2 and is used to drive the angular displacement sensor 2 to output an electrical signal corresponding to the rotation angle of the brake pedal arm 6 when rotating. The brake swing arm 5 has a first rotation radius that deviates from the axis of the brake pedal arm 6 (i.e., the axis of the pedal shaft 7), and the sensor fork 3 has a second rotation radius that deviates from the axis of the angular displacement sensor 2 (i.e., the rotation center line of the sensor fork 3). The first rotation radius is greater than the second rotation radius, and the axis of the brake pedal arm 6 is parallel to the axis of the angular displacement sensor 2.

[0030] like Figure 1 and Figure 2As shown, in this embodiment of the invention, the angle amplification mechanism further includes a drive shaft 4. Both ends of the drive shaft 4 are connected to a brake arm 5 and a sensor fork 3, respectively, to transmit the rotation of the brake arm 5 to the sensor fork 3. The brake arm 5 serves as the input arm of the angle amplification mechanism, and the sensor fork 3 serves as the output arm of the angle amplification mechanism. It is also an external driving component of the angular displacement sensor 2, driving the angular displacement sensor 2 to output an electrical signal corresponding to the angle of rotation. The main body of the sensor fork 3 is elongated, with one part of its shaft extending into the housing of the angular displacement sensor 2 and fixedly connected to a permanent magnet inside the angular displacement sensor 2. The other part of the sensor fork 3 is exposed outside the housing of the angular displacement sensor 2, forming a movable end for receiving the driving force from the drive shaft 4.

[0031] In this embodiment of the invention, the amplification of the turning angle is achieved by the difference in the rotation radii of the brake arm 5 and the sensor fork 3. The distance from the axis of the pedal shaft 7 to the center of the end of the drive shaft 4 connected to the brake arm 5 (i.e., the centerline of the drive shaft 4) is defined as the first rotation radius R1, whose value is mainly determined by the overhang length of the brake arm 5. Simultaneously, the distance from the axis of the angular displacement sensor 2 to the centerline of the drive shaft 4 is defined as the second rotation radius R2, which is the position where the drive shaft 4 applies force to the sensor fork 3. The value of the second rotation radius R2 is determined by the length of the sensor fork 3. By reasonably selecting the lengths of the brake arm 5 and the sensor fork 3, the value of the first rotation radius R1 is designed to be greater than the second rotation radius R2.

[0032] The angular amplification mechanism with the above structure utilizes the lever amplification principle to amplify the minute rotation angle output by the pedal shaft 7 during the rotation of the brake pedal. This amplification is then transmitted to the angular displacement sensor 2 after being proportionally amplified by the amplification mechanism composed of the brake swing arm 5, drive shaft 4, and sensor shift fork 3. This significantly increases the actual detection angle of the angular displacement sensor 2, widens the effective detection stroke and signal tolerance range, and structurally reduces the signal output deviation caused by small rotation angles and small tolerances. As a result, the detection accuracy and stability of the brake pedal opening signal can be improved.

[0033] like Figure 1 and Figure 2As shown, in this embodiment of the invention, a groove is formed at the end of the sensor fork 3. This end of the sensor fork 3 is a movable end, located outside the angular displacement sensor 2. The groove extends along the length direction of the sensor fork 3 to the end face of the sensor fork 3, and forms an opening on the end face. The formed groove is a U-shaped groove. One end of the drive shaft 4 is a smooth cylindrical section, which is slidably accommodated in the groove. The outer circumferential surface of the smooth cylindrical section and the two opposing inner walls of the groove are fitted with a small clearance to form a sliding connection. During movement, the smooth cylindrical section slides freely in the groove, smoothly driving the fork to rotate. The other end of the drive shaft 4 is connected to the brake swing arm 5. The length direction of the drive shaft 4 is parallel to the axis of the pedal shaft 7.

[0034] When the drive shaft 4 moves in a circular motion with the brake swing arm 5, it pushes the sensor fork 3 to rotate around its own rotation center by squeezing the side wall of the slide groove. At the same time, since the rotation center of the drive shaft 4 (the axis of the pedal shaft 7) is not coaxial with the rotation center of the sensor fork 3, the smooth cylindrical section will adaptively generate radial slippage in the slide groove during the motion, thereby dynamically compensating for the deviation between the two circular motion trajectories. This compensation mechanism effectively avoids motion jamming, interference or additional bending moment caused by over-constraint, ensuring smooth and unobstructed transmission.

[0035] Therefore, the U-shaped groove transmission structure at the end of the shift fork is used to form a sliding fit with the drive shaft 4. While transmitting rotational torque, it allows the drive shaft 4 to generate a certain radial sliding in the groove, which compensates for motion trajectory deviation, avoids motion interference, jamming or additional torque, and ensures the smoothness of force transmission and the smooth operation of the mechanism.

[0036] like Figure 1 and Figure 2 As shown, in this embodiment of the invention, in terms of spatial layout, the brake swing arm 5 is located between the brake pedal arm 6 and the sensor shift fork 3, and the length of the drive shaft 4 is set in the range of 85mm to 95mm, so that while meeting the requirements of space compactness, the drive shaft 4 is subjected to more reasonable force, and can obtain good force transmission effect and structural rigidity.

[0037] In one specific embodiment of the present invention, the length of the drive shaft 4 is set to 90mm, and the distance between the brake swing arm 5 and the brake pedal arm 6 is 68mm.

[0038] In this embodiment of the invention, the drive shaft 4 is changed from being directly connected to the brake pedal arm 6 to being connected via the brake swing arm 5. This arrangement shortens the length of the drive shaft 4, reduces costs, avoids insufficient rigidity due to long distances, and is less prone to motion jamming. It can accurately output the rotational motion of the pedal arm, ensuring the stability of rigidity and force transmission. Moreover, the brake swing arm 5, as an independent functional component, rotates only around the axis of the pedal shaft 7. Its length and output end position can be flexibly designed, without being constrained by the shape design of the pedal arm body. This also makes the angle amplification mechanism a relatively independent mechanism. As long as the positional relationship between the brake swing arm 5 and the brake pedal arm 6 is maintained, universality can be achieved across different vehicle platforms without significant modifications to the brake pedal arm 6 or the sensor assembly, which helps to improve the level of platformization and versatility.

[0039] like Figure 1 and Figure 2 As shown, in this embodiment of the invention, the brake swing arm 5 and the brake pedal arm 6 are rigidly connected by welding and rotate together around the pedal shaft 7. Specifically, one end of the brake swing arm 5 is rigidly fixed to the brake pedal arm 6 by welding. Welding makes the brake swing arm 5 and the brake pedal arm 6 form an integral component, thereby ensuring that the brake swing arm 5 can rotate around the axis of the pedal shaft 7 completely synchronously with the brake pedal arm 6. The main body of the brake swing arm 5 extends outward from the welded end to form a cantilever, and its end away from the pedal shaft 7 constitutes an output end connected to the drive shaft 4.

[0040] In this embodiment of the invention, the drive shaft 4 is an intermediate transmission component connecting the brake swing arm 5 and the sensor shift fork 3, and the drive shaft 4 is made of round steel. Figure 1 As shown, the end of the brake swing arm 5 is provided with a threaded hole, and the end of the drive shaft 4 is provided with an external thread. The end of the drive shaft 4 is screwed into the threaded hole of the brake swing arm 5 and locked by a locking nut 10. The locking nut 10 and the external thread of the end of the drive shaft 4 are threadedly connected. After tightening the locking nut 10, the end face of the locking nut 10 fits against the surface of the brake swing arm 5, thereby realizing the fixed connection between the drive shaft 4 and the brake swing arm 5.

[0041] Using the above connection structure, in the assembled state, the external threaded section of the drive shaft 4 is screwed into the internal threaded hole at the end of the brake swing arm 5 and locked in place by the lock nut 10. The end face of the lock nut 10 abuts against the side of the brake swing arm 5, forming a double anti-loosening lock, ensuring that no loosening or play occurs between the drive shaft 4 and the brake swing arm 5 under long-term high vibration conditions of the vehicle, thereby ensuring the accuracy of force transmission.

[0042] Furthermore, if the drive shaft 4 or the sensor needs to be disassembled, maintenance personnel can operate within the confined space near the pedal base 1 without having to remove the entire pedal arm. The threaded ends of the locking nut 10 and the drive shaft 4 are located on the outside of the pedal base 1, facilitating maintenance operations and helping to reduce maintenance time and operational complexity.

[0043] like Figure 1 and Figure 2 As shown, in this embodiment of the invention, the angular displacement sensor 2 is a non-contact Hall angular displacement sensor. The angular displacement sensor 2 can linearly convert the rotation angle into a 0.5–5V standard voltage signal output, meeting the requirements of the vehicle control unit (VCU) and other controllers for the real-time performance, linearity, and stability of the opening signal. The angular displacement sensor 2 integrates a permanent magnet, a Hall element 13, and a return spring 14. The permanent magnet is located at one end of the sensor fork 3, and cooperates with the Hall element 13. The Hall element 13 is mounted on a printed circuit board (PCB), with its sensing surface facing the permanent magnet. The angular displacement sensor 2 includes a housing assembly, and the sensor fork 3 is rotatably connected to the housing assembly. When the sensor fork 3 rotates, it drives the permanent magnet to rotate synchronously. The Hall element 13 detects the rotation angle of the sensor fork 3 by detecting the magnetic field strength generated by the permanent magnet and converts the angle into a corresponding electrical signal.

[0044] When the driver depresses the brake pedal, external force drives the brake pedal arm 6 to rotate around the pedal pivot 7, and the brake swing arm 5, which is integrally connected to the brake pedal arm 6, rotates synchronously in the same direction. The brake swing arm 5 drives the drive shaft 4 to perform a circular motion. The smooth cylindrical section of the drive shaft 4 slides in the groove of the sensor fork 3, while simultaneously pushing the sensor fork 3 to rotate around the sensor center. The permanent magnet inside the sensor rotates synchronously with the sensor fork 3. The Hall element 13 senses the change in the magnetic field and linearly converts the mechanical rotation angle into an analog voltage signal, which is output to the vehicle controller or other controllers in real time, continuously, and stably.

[0045] The vehicle controller processes and converts the voltage signal to obtain the real-time opening degree and opening change rate of the brake pedal, and sends the signal to the vehicle CAN bus for vehicle control functions such as brake energy recovery control, brake light illumination judgment, shift strategy, acceleration and braking priority logic, ensuring coordinated operation between various vehicle systems.

[0046] When the driver releases the brake pedal, the pedal begins to reset under the action of its own return spring 14 and the return force of the brake master valve. At this time, the return spring 14 inside the sensor releases its preload torque, driving the sensor shift fork 3 to automatically rotate back to its initial position. The sensor output voltage returns to zero, the brake energy recovery is discontinued, and the system returns to standby mode, preparing for the next braking.

[0047] like Figure 1 and Figure 2As shown, the housing assembly of the angular displacement sensor 2 is mainly composed of a first half-shell 11 and a second half-shell 12 connected together, forming a closed receiving cavity. The end of the sensor fork 3 is located in the inner cavity of the second half-shell 12, and the sensor fork 3 is rotatably connected to the second half-shell 12. A rotating shaft is provided at the end of the sensor fork 3 (the axis of the rotating shaft is the center line of the sensor). An opening is provided on the side wall of the second half-shell 12 for the sensor fork 3 to pass through, and the sensor fork 3 extends to the outside of the second half-shell 12.

[0048] like Figure 1 and Figure 2 As shown, the return spring 14 is used to apply a return torque to the sensor fork 3, so that it automatically returns to its initial zero position when no external force is applied. In this embodiment of the invention, the return spring 14 is preferably a helical torsion spring. The helical part of the return spring 14 is located in the inner cavity of the second half-shell 12. One end of the return spring 14 is fixed in a slot or limiting post opened in the inner wall of the second half-shell 12, and the other end of the return spring 14 is installed in the corresponding slot on the sensor fork 3, so that it can act on the sensor fork 3 and provide a moderate and stable return torque.

[0049] During initial assembly, the return spring 14 is pre-tensioned by an initial torsion angle, thereby generating elastic potential energy. When the driver depresses the brake pedal and the sensor fork 3 rotates, the return spring 14 is further torsionped, generating a return torque that gradually increases in the opposite direction of rotation. When the brake pedal is released and the external driving force is removed, the elastic potential energy stored in the return spring 14 is released, transforming into a return torque that drives the sensor fork 3 to rotate in the opposite direction, pushing the sensor fork 3 back to its initial zero position. This return mechanism ensures that after each brake release, the sensor output accurately and quickly returns to the reference voltage value representing zero opening, ensuring that the opening signal accurately returns to zero after each brake release and avoiding zero-position deviation.

[0050] In this embodiment of the invention, the angular displacement sensor 2 is mounted on the pedal base 1, and the angular displacement sensor 2 is provided with at least two mounting holes, and at least one mounting hole is an oblong hole.

[0051] like Figure 1 and Figure 2As shown, in a specific embodiment of the present invention, the angular displacement sensor 2 is mounted on the pedal base 1 by a first sensor mounting bolt 8 and a second sensor mounting bolt 9. Correspondingly, the angular displacement sensor 2 has two mounting holes, namely a first mounting hole and a second mounting hole. The first mounting hole is a circular hole, used as a positioning reference for the angular displacement sensor 2 on the pedal base 1, through which the first sensor mounting bolt 8 passes. The second mounting hole is an oblong hole, through which the second sensor mounting bolt 9 passes. The length of the second mounting hole is greater than the diameter of the second sensor mounting bolt 9, used for fine-tuning the position during assembly and after-sales maintenance, enabling rapid zero-position calibration.

[0052] In this embodiment of the invention, the pedal base 1 adopts a high-strength cast aluminum integral molding structure, providing rigid support for the brake swing arm 5, brake pedal arm 6, pedal shaft 7, etc., and also serving to install the brake master valve. It features high integration, good structural strength, and strong dimensional stability. The pedal shaft 7 is installed in two support holes provided on the pedal base 1, using a reasonable clearance fit to ensure smooth rotation, allowing it to rotate flexibly around its own axis. Simultaneously, the radial movement clearance is limited to a preset small range to avoid excessive swaying affecting signal stability.

[0053] In this embodiment of the invention, two mounting lugs for mounting the angular displacement sensor 2 are integrally cast on the pedal base 1. The two mounting lugs are respectively machined with internal threaded holes corresponding to the positions of the first mounting hole and the second mounting hole. During vehicle assembly, the first sensor mounting bolt is passed through the first mounting hole and screwed into the internal threaded hole of the corresponding mounting lug to achieve initial positioning of the angular displacement sensor 2; subsequently, the second sensor mounting bolt is passed through the second mounting hole and screwed into the internal threaded hole of the other mounting lug.

[0054] The two mounting lugs and the base body are cast from the same datum, ensuring high machining accuracy and stable positioning, thus providing a reliable mounting reference for the angular displacement sensor 2. Each mounting lug is machined with an internally threaded mounting hole, allowing the angular displacement sensor 2 to be directly fastened with bolts without the need for additional nuts, reducing the number of parts and lowering assembly complexity and cost.

[0055] In this embodiment of the invention, the angular displacement sensor 2 is independently fixed to the pedal base 1 with two mounting points, and is no longer coaxially mounted with the pedal shaft 7, thus completely avoiding the influence of pedal shaft clearance, wear, and base deformation on the signal from a structural perspective.

[0056] With the brake pedal fully released and mechanically zeroed, maintenance personnel or assemblers can use a standard multimeter to monitor the sensor output signal. By slightly rotating the housing assembly of the angular displacement sensor 2, their circumferential mounting angle relative to the pedal base 1 is changed, thereby adjusting the sensor's internal electrical zero point. When the voltage value displayed by the multimeter accurately reaches the preset zero-point nominal value, keeping the position of the angular displacement sensor 2 unchanged, the second sensor mounting bolt and the first sensor mounting bolt are tightened sequentially. This completes the mechanical fixing and zero-point calibration of the sensor in one step, without the need for specialized calibration equipment. If the sensor itself fails, it can be directly disassembled and replaced separately without disassembling components such as the brake master valve, or replacing the pedal mechanism as a whole, significantly reducing spare parts costs, maintenance time, and service station equipment investment. This maintenance method is simple and efficient, and can be completed by ordinary maintenance personnel using only a multimeter, eliminating reliance on specialized diagnostic equipment. It addresses industry pain points such as high after-sales costs, difficult calibration, and slow fault handling of traditional sensors, improving vehicle uptime and customer satisfaction.

[0057] Secondly, embodiments of the present invention also provide a method for detecting the opening degree of a vehicle brake pedal, comprising the following steps: S1. The rotational motion of the brake pedal arm 6 caused by braking is amplified by an angle amplification mechanism connected to the angular displacement sensor 2. S2. When the sensor fork 3 rotates, it drives the angular displacement sensor 2 to work, so that the angular displacement sensor 2 outputs an electrical signal corresponding to the rotation angle of the brake pedal arm 6.

[0058] When the vehicle is not braking, the sensor fork 3 is in the zero position under the preload torque of the return spring 14 inside the angular displacement sensor 2. The permanent magnet is correspondingly at the zero angle and does not generate a magnetic field, so the Hall element 13 outputs a zero voltage. The vehicle controller obtains this voltage value by continuously sampling and determines that the current brake pedal opening is 0%, and the brake energy recovery system does not intervene.

[0059] In step S1 above, the rotational motion of the brake pedal arm 6 caused by braking is amplified by angle, specifically as follows: The brake swing arm 5, which rotates synchronously with the brake pedal arm 6 and has a first rotation radius, is used as the input arm. The sensor fork 3, which rotates synchronously with the angular displacement sensor 2 and has a second rotation radius, is used as the output arm. The first rotation radius is greater than the second rotation radius. The rotational motion is transmitted from the brake arm 5 to the sensor fork 3 via a drive shaft 4 that is connected to the brake arm 5 and the sensor fork 3 at both ends respectively.

[0060] Specifically, when the driver gradually depresses the brake pedal according to the deceleration requirement, the force applied to the brake pedal body causes the brake pedal arm 6, together with the brake swing arm 5, to rotate around the pedal pivot 7 by an angle. This angle is the input angle of the angle amplification mechanism. The brake swing arm 5 drives the drive shaft 4 to rotate synchronously. The smooth cylindrical section at the end of the drive shaft 4 is located in the groove of the sensor fork 3. The smooth cylindrical section of the drive shaft 4 exerts a force on the side wall of the groove, forcing the sensor fork 3 to rotate around its own rotation center. During the process of pushing the sensor fork 3 to rotate, the smooth cylindrical section of the drive shaft 4 slides within the groove. During this force transmission process, the lever amplification mechanism begins to take effect. Since the first rotation radius R1 is greater than the second rotation radius R2, the small-angle rotation at the brake swing arm 5 is amplified into a larger rotation angle at the sensor fork 3, achieving angle amplification.

[0061] In step S2 above, the sensor fork 3 drives the angular displacement sensor 2 to work when it rotates. The sensor fork 3 drives the permanent magnet inside the angular displacement sensor 2 to rotate synchronously, so that the angular displacement sensor 2 outputs an electrical signal corresponding to the rotation angle of the brake pedal arm 6. The angular displacement sensor 2 generates an electrical signal characterizing the pedal opening degree. The vehicle brake pedal opening detection method of this invention further includes the following steps: S3. When the brake is released, the return spring 14 installed inside the angular displacement sensor 2 drives the sensor fork 3 to automatically reset to the initial zero position.

[0062] In step S3 above, when the driver completes the braking operation and releases the brake pedal, the force previously applied to the brake pedal arm 6 disappears, and the brake pedal arm 6 resets. At the same time, the return spring 14 inside the sensor releases the elastic potential energy stored during the pedaling process, generating a return torque that drives the sensor fork 3 to rotate in the opposite direction, causing the sensor fork 3 to return to the mechanical zero position. Subsequently, the permanent magnet returns to the zero angle, and the angular displacement sensor 2 outputs a corresponding signal to the vehicle controller. Based on this, the vehicle controller determines that the braking request has been completely released and exits the brake energy recovery mode in a timely manner.

[0063] The core innovation of the vehicle brake pedal opening detection device and method of this invention lies in the lever angle amplification structure, which fundamentally solves the problems of signal drift, poor accuracy, and low linearity caused by the small pedal angle and small tolerance of traditional coaxial direct-connected sensors. The rotation radius of the brake swing arm 5 around the pedal shaft 7 is greater than the rotation radius of the sensor fork 3 around the sensor center. According to the lever principle, the small angle of the pedal shaft 7 is transmitted through the mechanism and proportionally amplified at the end of the sensor fork 3, making the actual detection angle of the sensor much larger than the original pedal angle, significantly widening the effective detection stroke and signal tolerance range of the sensor.

[0064] This structure fundamentally solves the shortcomings of traditional coaxial direct connection solutions, such as small rotation angle, low tolerance, and easy drift. Even if there is slight shaking, wear, or slight deformation of the base of the pedal shaft 7, it will not have a significant impact on the sensor output signal, and the detection accuracy, linearity and long-term stability are greatly improved.

[0065] The amplification ratio can be flexibly matched by adjusting the length of the brake swing arm 5 and the sensor shift fork 3 to meet the needs of different vehicle models, different brake master valve configurations, different pedal travel, and different brake energy recovery control strategies. After the angle is amplified, the sensor's sensitivity to minute pedal movements is more controllable, and the signal output is more linear, smoother, and more stable. This avoids problems such as voltage surges, signal jitter, and premature or delayed zero-position output caused by extremely small pedal displacements, significantly improving the accuracy, smoothness, and overall vehicle energy-saving effect of brake energy recovery control.

[0066] Meanwhile, since the sensor is independently installed and non-coaxially connected, factors such as machining errors, assembly gaps, long-term wear and tear, and slight warping and deformation of the base of the pedal shaft 7 will not be directly transmitted to the sensor, resulting in significantly improved signal stability, consistency, and anti-interference ability, and higher reliability throughout the entire life cycle.

[0067] The vehicle brake pedal opening detection device of this invention has a compact structure, flexible layout, and strong versatility. It can be widely adapted to various pure electric and hybrid new energy commercial vehicles, including different models such as medium trucks, heavy trucks, buses, and special vehicles. It can be quickly adapted by simply adjusting the length of the swing arm, the size of the shift fork, and the position of the mounting lug according to the pedal structure, brake master valve configuration and layout space, which is conducive to platformization and large-scale mass production.

[0068] Through high-precision and highly stable pedal opening detection, the regenerative braking system can achieve more precise braking force distribution and regenerative torque control, improving energy recovery rate, reducing overall vehicle power consumption, and extending driving range, thus meeting the market demand for energy-saving, efficient, and low-cost operation of new energy commercial vehicles. At the same time, the device's high reliability and ease of maintenance can effectively reduce vehicle failure rates, improve operational efficiency, and enhance product market competitiveness.

[0069] Thirdly, embodiments of the present invention also provide a vehicle including the vehicle brake pedal opening detection device with the above-described structure. The vehicle is a new energy vehicle, such as a new energy commercial vehicle, and this vehicle brake pedal opening detection device can be referred to... Figure 1 and Figure 2 The details will not be elaborated further here. Since the vehicle of the present invention includes the vehicle brake pedal opening detection device in the above embodiments, it has all the advantages of the above-described vehicle brake pedal opening detection device.

[0070] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A vehicle brake pedal opening detection device, comprising a brake pedal arm and an angular displacement sensor, characterized in that, It also includes an angle amplification mechanism connected between the brake pedal arm and the angular displacement sensor, the angle amplification mechanism being configured to amplify the rotation angle of the brake pedal arm and transmit it to the angular displacement sensor.

2. The vehicle brake pedal opening detection device according to claim 1, characterized in that, The angular amplification mechanism includes a brake swing arm and a sensor fork. The brake swing arm is configured to rotate synchronously with the brake pedal arm. The sensor fork is connected to the angular displacement sensor and is used to drive the angular displacement sensor to output an electrical signal corresponding to the rotation angle of the brake pedal arm during rotation. The brake swing arm has a first rotation radius that deviates from the axis of the brake pedal arm, and the sensor fork has a second rotation radius that deviates from the axis of the angular displacement sensor. The first rotation radius is greater than the second rotation radius, and the axis of the brake pedal arm is parallel to the axis of the angular displacement sensor.

3. The vehicle brake pedal opening detection device according to claim 2, characterized in that, The angle amplification mechanism also includes a drive shaft, with its two ends connected to the brake swing arm and the sensor fork, respectively, to transmit the rotation of the brake swing arm to the sensor fork.

4. The vehicle brake pedal opening detection device according to claim 3, characterized in that, The sensor fork has a groove at one end, and one end of the drive shaft is a smooth cylindrical section that slides within the groove.

5. The vehicle brake pedal opening detection device according to claim 3, characterized in that, The brake swing arm is located between the brake pedal arm and the sensor shift fork, and the length of the drive shaft is 85~95mm.

6. The vehicle brake pedal opening detection device according to claim 3, characterized in that, The brake swing arm has a threaded hole at its end, and the drive shaft has an external thread at its end. The drive shaft is screwed into the threaded hole of the brake swing arm and locked in place by a lock nut.

7. The vehicle brake pedal opening detection device according to claim 1, characterized in that, The brake swing arm and the brake pedal arm are rigidly connected by welding and rotate together around the pedal axis.

8. The vehicle brake pedal opening detection device according to claim 2, characterized in that, The angular displacement sensor is a Hall angular displacement sensor, which integrates a permanent magnet, a Hall element and a return spring. The permanent magnet is set at one end of the sensor fork, and the return spring is used to apply a return torque to the sensor fork so that it automatically returns to the initial zero position when no external force is applied.

9. The vehicle brake pedal opening detection device according to claim 1, characterized in that, The brake pedal arm is mounted on the pedal base via a pedal pivot, and the angular displacement sensor is mounted on the pedal base. The angular displacement sensor has at least two mounting holes, and at least one mounting hole is an oblong hole.

10. A method for detecting the opening of a vehicle brake pedal based on the vehicle brake pedal opening detection device according to any one of claims 1 to 9, characterized in that, include: The rotational motion of the brake pedal arm caused by braking is amplified by an angle amplification mechanism connected to the angular displacement sensor. When the sensor fork rotates, it drives the angular displacement sensor to work, so that the angular displacement sensor outputs an electrical signal corresponding to the rotation angle of the brake pedal arm.

11. The vehicle brake pedal opening detection method according to claim 10, characterized in that, The step of amplifying the angle of the rotational motion of the brake pedal arm caused by braking specifically includes: The brake swing arm, which rotates synchronously with the brake pedal arm and has a first rotation radius, is used as the input arm. A sensor fork with a second rotation radius that rotates synchronously with the angular displacement sensor is used as an output arm, wherein the first rotation radius is greater than the second rotation radius; Rotational motion is transmitted from the brake arm to the sensor fork via a drive shaft that is connected to the brake arm and the sensor fork at both ends.

12. The vehicle brake pedal opening detection method according to claim 11, characterized in that, Also includes: When the brake is released, the return spring installed inside the angular displacement sensor drives the sensor fork to automatically reset to the initial zero position.

13. A vehicle, characterized in that, The vehicle brake pedal opening detection device includes any one of claims 1 to 9.

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