Motor vehicle accelerator pedal

Abstract

A kind of motor vehicle accelerator pedal, the present application relates to a kind of motor vehicle acceleration device.A kind of motor vehicle accelerator pedal, including brake pedal and accelerator pedal.In normal driving, driver moves left by left foot, and accelerator pedal gives motor vehicle slow acceleration.Foot moves right, and accelerator pedal gives motor vehicle slow deceleration.When brake pedal is stepped on, motor vehicle acceleration signal is quickly converted to idle state or motor vehicle acceleration signal quickly recovers to initial state.It can be used as the training equipment of strengthening the brake of novice driver.

Description

Technical Field

[0001] This invention relates to an accelerator pedal for motor vehicles. Specifically, when the vehicle is in motion, the left foot can accelerate the vehicle to the left and decelerate it to the right, allowing the vehicle to move. Acceleration can be gradual, as can deceleration. When the brake pedal is depressed, the acceleration signal of the accelerator pedal quickly returns to its initial state or idle state. Background Technology

[0002] Because novice drivers or those unfamiliar with driving are prone to panic when encountering sudden and complex traffic situations, they are more likely to mistakenly press the accelerator instead of the brake, leading to accidents. This device was invented to address this problem and reduce such incidents.

[0003] Currently, devices to prevent the accelerator from being mistaken for the brake are mainly divided into three categories. One category is the automatic emergency braking system (AEL) found in vehicles manufactured by major automakers. This AEL originated in 1995, invented by Delphi, an engineer in California, USA. Over the years, only the sensors have changed; the system's control of the brakes remains the same. The biggest problem with this system is that when the driver suddenly presses the accelerator pedal, the system stops braking, handing control of the vehicle back to the driver. Tesla, Changan Automobile, and Geely Automobile, among others, all developed this type of AEL. The main problem with these AELs is that they fail to function when the driver suddenly presses the accelerator pedal. This is described in the user manuals on the websites of Changan and Tesla: "Automatic emergency braking will not apply in the following situation: sudden acceleration while automatic emergency braking is in effect." In other words, the automatic emergency braking system stops braking when the accelerator pedal is suddenly pressed. This can sometimes lead to accidents where novice drivers mistake the accelerator for the brake. The application content of patent application number CN202211041064 also uses vehicle sensors to sense the distance of obstacles in front of and behind the vehicle and the opening of the accelerator pedal to control automatic braking. This control system actually belongs to the category of automatic emergency braking, but it does not consider the problem that the vehicle cannot brake in an emergency, which would cause a safety accident if it were to brake.

[0004] Another type of device analyzes the force and speed of the accelerator pedal press using sensors to determine if it's been pressed incorrectly. Once a certain threshold is reached, it's interpreted as the driver mistaking the accelerator for the brake. The problem with this type of device is that in situations requiring rapid acceleration, the control system might mistakenly interpret it as the driver pressing the accelerator instead of the brake, potentially leading to accidents. For example, patent application CN202222965776 collects signals of the driver's accelerator pedal pressure. If the pressure is high, the accelerator pedal pressure will increase, and if it exceeds a certain threshold, the vehicle will brake suddenly. However, in situations like overtaking, crossing high curbs, or emergency avoidance, it's often necessary to press the accelerator pedal firmly and quickly. This type of device might misinterpret this as the driver mistaking the accelerator for the brake, leading to emergency braking in such situations. Patent application CN202210690944 also sets a threshold for accelerator pedal pressure; if the driver exceeds this threshold, the vehicle system automatically brakes. However, this doesn't consider the possibility of the vehicle being unable to brake in an emergency, which could cause safety issues.

[0005] There are also single-pedal systems, such as the one in patent application CN201721557043, which integrates the accelerator and brake pedals into one unit, making the brake pedal a single pedal. Releasing the brake pedal accelerates the vehicle, while pressing it decelerates it. However, this type of device could pose a safety hazard if the driver experiences a sudden acceleration due to illness or other emergencies, causing the vehicle to accelerate abruptly.

[0006] Fully autonomous driving is not yet achievable across all areas and road conditions. Currently, the automatic emergency braking system, developed based on urban safety systems, fails to apply braking force during sudden steering wheel turns or rapid acceleration. This system malfunctions during such situations, and the driver often mistakes the accelerator for the brake, leading to sudden acceleration and potentially causing accidents, especially for novice drivers.

[0007] Furthermore, regarding a previously applied-for combination pedal for motor vehicles (application number: 201320561687.7), during use, due to space limitations at the brake pedal location, the accelerator pedal lever arm was too short, resulting in excessively abrupt and rapid acceleration, which required improvement. During vehicle braking, in emergency situations requiring direct braking, there was a possibility of simultaneous braking and acceleration. The system did not allow for a convenient and rapid transition of the vehicle's acceleration signal to idle or a quick return to its initial state; therefore, improvements were made.

[0008] After obtaining their driver's license from driving school, novice drivers need a device to practice with during the initial stages of driving on the road. This helps strengthen their training in preparing for braking, thereby reducing the risk of accidents where the accelerator is mistaken for the brake. Driving school training vehicles, in particular, often have pads placed under the accelerator pedal to prevent excessive pressing. However, this device has the problem of not providing sufficient acceleration when the accelerator pedal needs to be pressed deeply. Furthermore, it doesn't effectively train drivers to intentionally prepare for braking.

[0009] Based on the above analysis, the existing technical equipment has the following problems. Existing technical equipment cannot consciously train novice drivers' awareness of the brake pedal. Novice drivers are prone to accidentally pressing the accelerator instead of the brake, leading to safety accidents or other incidents. The accelerator pedal in my original patent application (patent number 201320561687.7) accelerates too abruptly and too quickly. The accelerator pedal in patent application number 201320561687.7, in emergency situations, may simultaneously brake and accelerate while the brake pedal is depressed. It does not conveniently and quickly transition the vehicle's acceleration signal to idle or restore the acceleration signal to its initial state. Summary of the Invention

[0010] To enhance novice drivers' awareness of brake readiness, to prevent novice drivers from mistakenly pressing the accelerator instead of the brake, and to reduce other accidents, this invention provides the following technical solutions to address these problems: A motor vehicle accelerator pedal, comprising a brake pedal and an accelerator pedal, characterized in that: one end of the accelerator pedal has a hook shape. The motor vehicle accelerator pedal is characterized in that: one end of the accelerator pedal has a rotating wheel. The motor vehicle accelerator pedal is characterized in that: the brake pedal has a gear shift wheel. The motor vehicle accelerator pedal is characterized in that: the rotating wheel and the gear shift wheel are connected by a strap. The motor vehicle accelerator pedal is characterized in that: the brake pedal has a fixed groove, a control wheel fixing block is mounted on the fixed groove, and a control wheel is mounted at one end of the control wheel fixing block. The motor vehicle accelerator pedal is characterized in that: one end of the control wheel fixing block has a pull cable. The motor vehicle accelerator pedal is characterized in that: the pull cable includes a pull cable outline and a pull cable core wire.

[0011] The beneficial effects of this invention are: it can enhance the awareness of novice drivers regarding braking; it can prevent novice drivers from mistakenly pressing the accelerator instead of the brake, and reduce other safety accidents; it allows for gradual acceleration or deceleration; and it can quickly switch the vehicle's acceleration signal to idle or rapidly return to its initial state when the brake pedal is pressed. Attached Figure Description

[0012] Figure 1 This is a front perspective view of the present invention. Figure 2 This is a bottom view schematic diagram of the present invention. Figure 3 This is a partially enlarged schematic diagram of the fixed groove area of ​​the present invention. Implementation

[0013] The invention will now be further described with reference to the accompanying drawings.

[0014] As shown in Figures 1, 2, and 3, this invention relates to a motor vehicle accelerator pedal, including a brake pedal 1 and an accelerator pedal 3. The brake pedal 1 has a brake connecting rod 2. The brake connecting rod 2 has the same structure as a conventional motor vehicle brake connecting rod and directly replaces the original brake connecting rod of the motor vehicle. Figure 1 As a standard, Figure 1 The left side is the left. Figure 1 The right side is the right. Moving the foot to the left moves the left side of the foot, causing the accelerator pedal 3 to move to the left, accelerating the car. Moving the foot to the right moves the accelerator pedal 3 to the right, decelerating the car. One end of the accelerator pedal 3 has a hook shape. The other end of the accelerator pedal 3 has a rotating wheel 35, which is connected to the brake pedal 1 via a shaft 34. The accelerator pedal 3 and the rotating wheel 35 are welded together and can rotate together. The brake pedal 1 has a fixing post 31, and a spring 32 connects the fixing post 31 to the accelerator pedal 3 via a hinge. The spring 32 allows the accelerator pedal 3 to quickly return to its initial state.

[0015] The brake pedal 1 has a gear shift wheel 5 that rotates around an axis 55. On the side of the gear shift wheel 5 closest to the brake pedal 1, there is a resistance changing block 51 and a tension rod 52. The thickness of the other side of the gear shift wheel 5 is approximately the same as the width of the belt 4. The gear shift wheel 5, resistance changing block 51, and tension rod 52 are integrated into one piece. The brake pedal 1 also has a fixing post 54, and a spring 53 connects the fixing post 54 to the tension rod 52 via a hinge. The spring 53 allows the gear shift wheel 5 to quickly return to its initial position, and also allows the resistance changing block 51 to quickly return to its initial position.

[0016] The rotating wheel 35 and the gear shift wheel 5 are connected by a belt 4, which is a circular belt. The rotating wheel 35 rotates, causing the belt 4 to rotate, which in turn causes the gear shift wheel 5 to rotate. The diameter of the rotating wheel 35 is smaller than that of the gear shift wheel 5, so the accelerator pedal 3 can gradually accelerate or decelerate.

[0017] The brake pedal 1 has a throttle cable connector 6, which is soldered to the throttle signal line 63. The throttle cable connector 6 and the resistor plate 61 are soldered together via a signal line 62. The rotation of the gearshift wheel 5 causes the resistance changing block 51 to rotate, which in turn causes a change in the resistance of the resistor plate 61. This change in resistance results in a voltage change, which is output to the vehicle's ECU via the throttle signal line 63. The throttle signal line 63 can also directly input and output voltage signals.

[0018] The brake pedal 1 has a fixed groove 7 with a hole that allows the control wheel fixing block 73 to pass through. One end of the control wheel fixing block 73 is concave, which clamps the control wheel 74, which is fixed to the control wheel fixing block 73 by an axle. The control wheel 74 can rotate freely. A pull cable core 711 is welded to the other end of the control wheel fixing block 73, passing through the spring block 72. The pull cable core 711 also passes through another hole in the fixed groove 7 and through the inside of the tube of the pull cable outline 71. The control wheel fixing block 73 moves repeatedly along the fixed groove 7. The sliding direction of the control wheel fixing block 73 is as indicated by arrow symbol 75. When the spring block 72 presses against the control wheel fixing block 73 and the fixing groove 7, the control wheel 74 presses against the belt 4. The accelerator pedal 3 drives the rotating wheel 35 to rotate, and the rotating wheel 35 drives the gear shift wheel 5 to rotate via the belt 4. The rotation of the gear shift wheel 5 drives the resistance changing block 51 to rotate, and the rotation of the resistance changing block 51 causes a voltage change in the resistor plate 61. The voltage change of the resistor plate 61 is transmitted to the vehicle's computer controller ECU via the throttle signal line 63. This has a slow acceleration or slow deceleration effect on the vehicle.

[0019] The pull cable outline 71 and the pull cable core wire 711 together form the pull cable. The pull cable outline 71 can be a hollow circular structure with a tube-like structure inside, and this tube is semi-flexible and semi-rigid. Two openings, also called ports, are formed at both ends of the tube of the pull cable outline 71. The pull cable outline 71 encloses the pull cable core wire 711, and the pull cable core wire 711 can slide freely within the tube inside the pull cable outline 71. One end of the pull cable outline 71 is fixed to the fixing groove 7. The hole in the fixing groove 7 and the hole in the pull cable outline 71 should perfectly align. The pull cable runs along the brake connecting rod 2, and the pull cable outline 71 can be fixed to the brake connecting rod 2 by binding or other means. The other end of the pull cable outline 71 is fixed to the brake connecting rod 2 as a fixing point, and this port is preferably fixed near the brake light switch position. This fixing point on the brake connecting rod 2 is called fixing point B. A fixing point A is set near the fixed brake light switch position of the vehicle. This fixing point A is used to fix the pull cable core 711. When the brake pedal 1 is pressed down, the fixing point B near the contact position of the brake light switch on the brake connecting rod 2 will move away from the fixing point A at the brake light switch. The brake connecting rod 2 drives the end of the pull cable outline 71 forward and downward. The pull cable core 711 is fixed on fixing point A, and the end of the pull cable outline 71 is away from the fixing point A at the brake light switch, so the pull cable core 711 is pulled out from the tube of the pull cable outline 71. Therefore, pressing the brake pedal 1 causes the pull cable core 711 to be pulled. When the brake pedal 1 is released, the spring block 72 drives the pull cable core 711 back to its original position. The elastic length of the spring block 72 must be long enough to exceed the distance that the brake connecting rod 2 moves forward and downward when the brake pedal 1 is pressed; otherwise, it will cause a safety accident. Since the device of this invention is a very small device, the force required to pull the pull cable core 711 when the brake pedal 1 is pressed is only very small. Therefore, it will not affect the braking force when the brake pedal 1 is pressed, and it does not affect safety.

[0020] by Figure 3 As a standard, Figure 3 Above is the upper position. When the pull wire 711 pulls the control wheel fixing block 73 upward, the control wheel fixing block 73 moves upward, and the control wheel fixing block 73 drives the control wheel 74 to move upward as well. The arrow symbol of direction 75 is an upward arrow symbol. It is also the symbol of the direction of movement of the control wheel fixing block 73. The distance between the control wheel 74 and the belt 4 increases. After the distance increases, the belt 4 becomes softer, and the friction between the belt 4 and the rotating wheel 35 and the gear shift wheel 5 decreases, or even disappears completely. Under the pull of the spring 53, the gear shift wheel 5 quickly returns to its initial position, and the resistance changing block 51 also returns to its initial position. The voltage of the resistor plate 61 also returns to its initial state. The vehicle acceleration signal quickly switches to idle state or quickly returns to its initial state.

[0021] When the brake pedal 1 is pressed down, it moves the brake connecting rod 2, which pulls out the pull cable core 711. The pull cable core 711 pulls the control wheel fixing block 73 upward, thereby causing the control wheel fixing block 73 to slide. The control wheel fixing block 73 moves away from the belt 4, the belt 4 softens, and the resistance changing block 51 returns to its initial state. The vehicle acceleration signal returns to its initial state.

[0022] Since accidents involving mistaking the accelerator for the brake mainly occur in vehicles such as automatic transmission cars and electric vehicles without a clutch pedal, the following explanation will focus on the relevant structures of automatic transmission cars or electric vehicles. During acceleration, deceleration, and braking operations, the foot should never leave the brake pedal 1. This is particularly helpful for novice drivers to develop the habit of preparing to brake, reducing the safety accidents caused by mistaking the accelerator for the brake. This invention is mainly used by novice drivers practicing preparing to brake or during their initial road driving; it is also used in very complex traffic situations; and it is primarily designed for vehicles similar to automatic transmissions without a clutch pedal, as the absence of a clutch pedal allows for better installation of this device. In a motor vehicle, the accelerator pedal 3 in this invention can be used as a secondary accelerator pedal. Ideally, two acceleration signals should be added to the vehicle's ECU: one acceleration signal for the device of this invention, and the other for the traditional accelerator pedal. A switch can be set in the ECU to turn off the acceleration signal from the traditional accelerator pedal, or both acceleration signals can be used, or only one acceleration signal can be switched on. When novice drivers are unfamiliar with road conditions, vehicle conditions, or are nervous, they can directly turn off the traditional accelerator pedal's acceleration signal and use only the acceleration signal of this invention's device. Because the traditional acceleration signal is turned off, the safety accident of accidentally pressing the accelerator instead of the brake is eliminated. For traffic accidents and novice drivers, this invention's device is definitely superior to the traditional accelerator pedal because it can prevent the situation of accidentally pressing the accelerator instead of the brake. It also trains novice drivers to have the habit of having the brake ready.

[0023] This section describes the common operation of the traditional accelerator and brake pedals. Generally, experienced drivers prepare to brake with their heels on the floor under the brake pedal, often using them for support, while the ball of their foot rests lightly on the brake pedal. Because the weight of the foot and lower leg is primarily borne by the heel when preparing to brake, the weight of the ball of the foot on the brake pedal is very light. Without the driver actively applying force to the brake pedal, the return spring of the brake linkage is sufficient to support the weight of the ball of the foot. When switching from braking to accelerating, the driver lifts their foot, and the brake pedal returns to its original position due to the return spring on the brake linkage. The driver then rotates their foot to the right, pivoting on their heel, and presses the accelerator pedal to accelerate. When switching from accelerating to braking, the driver typically also uses their heel as a pivot, lifting their foot off the accelerator pedal and rotating their foot to the left onto the brake pedal, then pressing down to complete the braking. The brake pedal has a slight angle to facilitate pressing with the ball of the foot. Pressing the brake pedal actually involves pressing it forward and downward. That is, the brake pedal moves in a small arc downward around a point on the center console. The purpose of this section is to explain that the device of this invention is the same as traditional devices and does not interfere with each other. There is no problem of operation interfering with each other when accelerating with the accelerator pedal 3 and braking with the brake pedal 1.

[0024] The following describes how the invention operates. The device of this invention includes an accelerator pedal 3, the hook shape of which needs to extend beyond the upper surface of the brake pedal 1. This upper surface refers to… Figure 1 Based on this, the surface where the brake pedal 1 connects to the brake connecting rod 2 is designed. Ideally, this hook shape should extend 6 cm beyond the upper surface of the brake pedal 1, as the height of the driver's forefoot with shoes is approximately 8 cm. The brake pedal 1 can be made wider and angled slightly; the wider width is for accommodating the accelerator pedal 3, and the angled design facilitates foot placement. Since this is primarily for vehicles similar to those without a clutch pedal, there is ample space to the left of the brake pedal 1. The accelerator pedal 3 can be positioned at the width of the frequently used spare brake. The accelerator pedal 3 is to the left of the brake pedal 1. The driver's heel rests on the floor below the brake pedal 1, providing support. The driver's forefoot rests lightly on the brake pedal 1. Because the weight of the foot and lower leg is primarily borne by the heel, the weight of the forefoot on the brake pedal 1 is minimal. The return spring on the brake connecting rod 2 is sufficient to support the weight of the forefoot on the brake pedal 1. Even a light press of the brake pedal 1 by the driver's forefoot can be withstood by the return spring on the brake connecting rod 2.

[0025] When acceleration is needed, the driver rotates their foot to the left, pivoting on their heel, which in turn rotates the accelerator pedal 3 to the left, completing acceleration. The forefoot rotates to the right to return to its original position, and the accelerator pedal 3 returns to its original position under the action of spring 32, completing deceleration. Regardless of acceleration or deceleration, the forefoot remains on the brake pedal 1. The driver is always in a ready-to-brake state. When braking, the forefoot directly presses down on the brake pedal 1 to complete braking.

[0026] When it's time to switch from braking to acceleration via the accelerator pedal 3, the driver lifts their forefoot upwards, returning it to a ready-to-brake position. Still supported by the heel, the brake pedal 1 resets due to the return spring of the brake connecting rod 2, and the accelerator pedal 3 also resets accordingly. After the brake pedal 1 resets, the return spring of the brake connecting rod 2 can withstand the force of the driver's forefoot, allowing the driver's forefoot to move freely left and right on the upper surface of the brake pedal 1 to accelerate or decelerate the vehicle. The force of the forefoot moving on the upper surface of the brake pedal 1 does not cause the brake pedal 1 to be pressed down, because the return spring on the brake connecting rod 2 can support the force of the forefoot being gently released. This is the same as normal driving. In normal driving, the brake pedal is released, automatically resets, and the right foot moves to the accelerator pedal for acceleration. Using the device of this invention, a switch is required between the accelerator pedal 3 and the brake pedal 1. This switch, during braking and acceleration, does not require the forefoot to move as far as in traditional driving, resulting in a shorter response time. In terms of response time, it should be superior to the traditional accelerator pedal. There is no issue of mutual interference between operations.

[0027] There is no mutual interference when switching from acceleration via accelerator pedal 3 to braking via brake pedal 1. There are two methods for switching from acceleration to braking. The first method involves the driver slightly rotating their forefoot to the right to reset the accelerator pedal 3, which is then reset by spring 32. The driver then presses the brake pedal 1. This method, which involves moving from the accelerator pedal 3 to the brake pedal 1, is faster than the traditional method. The second method involves directly pressing the brake pedal 1 to complete braking. Because this invention, based on patent application number 201320561687.7, adds a cable device, the acceleration signal immediately returns to its initial state when the driver presses the brake pedal 1. Therefore, when using this invention's device, braking and acceleration will not interfere with each other.

[0028] Of course, many automatic transmissions and electric vehicles now have hill-start assist systems. This invention, used in conjunction with a hill-start assist system, makes it less likely for the vehicle to roll back, making the device more convenient to use. This is similar to traditional acceleration methods. Because with traditional methods, even after the forefoot leaves the brake pedal, the hill-start assist system is still needed to prevent the vehicle from rolling back. However, since this invention is located on the brake pedal, it doesn't require the forefoot to move back and forth between the accelerator and brake pedals as far as with traditional methods. The response time of this invention is shorter and better than traditional methods.

[0029] Of course, this device increases the chance of accidentally pressing the brake pedal, but accidentally pressing the brake pedal will only cause the vehicle to slow down or stop, and will not increase the risk of an accident. If a novice driver needs to drive on the highway, the novice driver must be accompanied by an experienced driver. The experienced driver has experience and can also turn off the acceleration signal of this invention through the vehicle's computer control unit (ECU), using only the acceleration signal of the traditional accelerator pedal.

Claims

1. A motor vehicle accelerator pedal, comprising a brake pedal and an accelerator pedal, characterized in that: The accelerator pedal has a hook shape at one end.

2. The motor vehicle accelerator pedal according to claim 1, characterized in that: There is a rotating wheel at one end of the accelerator pedal.

3. The motor vehicle accelerator pedal according to claim 1, characterized in that: There is a gear shifter on the brake pedal.

4. The motor vehicle accelerator pedal according to claim 1, characterized in that: The rotating wheel and the speed-changing wheel are connected by a belt.

5. The motor vehicle accelerator pedal according to claim 1, characterized in that: The brake pedal has a fixed groove, and a control wheel fixing block is installed on the fixed groove. A control wheel is installed at one end of the control wheel fixing block.

6. The motor vehicle accelerator pedal according to claim 1, characterized in that: There is a pull cable at one end of the control wheel fixing block.

7. The motor vehicle accelerator pedal according to claim 1, characterized in that: The guy wire includes the guy wire outline and the guy wire core.

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