Pedal device and vehicle

Abstract

The application relates to the technical field of vehicles, in particular to a pedal device and a vehicle. The pedal device comprises a driving member, an adjusting mechanism and a pedal. At least one set of the adjusting mechanisms is a driving adjusting mechanism, and at least one set of the adjusting mechanisms is a driven adjusting mechanism. The driven adjusting mechanism and the driving adjusting mechanism both comprise a mounting seat and a connecting rod assembly. The connecting rod assembly of the driving adjusting mechanism is connected with an output end of the driving member. The driving adjusting mechanism further comprises a lifting seat, and the lifting seat is connected with the mounting seat of the driving adjusting mechanism. When a vehicle body is lifted, the lifting seat and the connecting rod assembly of the driving adjusting mechanism are configured to abut against a lifting mechanism in sequence, and the connecting rod assembly of the driven adjusting mechanism is configured to abut against the lifting mechanism. The pedal device bears the lifting force through the lifting seat and the connecting rod assembly of the driving adjusting mechanism and the connecting rod assembly of the driven adjusting mechanism, which is beneficial to reducing the risk of breakage of the connecting rod assembly due to rotation of the connecting rod assembly under the lifting force and improving the service life of the connecting rod assembly.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to pedal devices and vehicles. Background Technology

[0002] With the development of vehicle technology, pedal devices have emerged that can switch between a retracted and an extended position. These pedal devices include a pedal and a linkage assembly. The linkage assembly extends and retracts to switch the pedal between the retracted and extended positions, allowing the pedal to be extended when passengers get in and out of the vehicle, making it easier for passengers to step on and improving their user experience.

[0003] In related technologies, when the pedal is in the retracted position, the linkage assembly is at its lowest point on the vehicle body. When lifting the vehicle, both sets of linkage assemblies of the pedal device come into contact with the lifting mechanism to lift the vehicle for maintenance.

[0004] However, during the lifting process, the linkage assembly of the aforementioned pedal device bears the weight of the entire vehicle under the lifting force of the lifting mechanism, which can easily cause the linkage assembly to bend under stress or even break.

[0005] Meanwhile, in the relevant technology, when the two sets of linkage assemblies simultaneously contact the lifting mechanism and bear the lifting force, due to the vehicle's tendency to be lower in the front and higher in the rear, the linkage assembly closer to the front of the vehicle and the linkage assembly closer to the rear of the vehicle have different rotation angles when they contact the lifting mechanism. The two sets of linkage assemblies are prone to jamming and torsion due to the different rotation angles. Summary of the Invention

[0006] Therefore, it is necessary to address the following issues when lifting a vehicle: When the linkage assembly comes into contact with the lifting mechanism, the linkage assembly connected to the drive component bears the weight of the entire vehicle under the lifting force of the lifting mechanism, which can easily lead to bending or even breakage of the linkage assembly; when the linkage assembly not connected to the drive component comes into contact with the lifting mechanism, it rotates and collides with the vehicle body, easily causing wear and tear; the linkage assembly near the front of the vehicle and the linkage assembly near the rear of the vehicle have different rotation angles when they come into contact with the lifting mechanism, and the two sets of linkage assemblies are prone to jamming and twisting due to the different rotation angles. Therefore, a pedal device and a vehicle are provided.

[0007] A pedal device for mounting on a vehicle body includes a drive component, an adjustment mechanism, and a pedal. The pedal is connected to the adjustment mechanism, which comprises at least two sets of mechanisms spaced apart along the length of the vehicle. At least one set of the adjustment mechanism is an active adjustment mechanism, and at least one set is a passive adjustment mechanism. Both the passive and active adjustment mechanisms include:

[0008] The mounting bracket is configured for connection to the vehicle body;

[0009] The linkage assembly is rotatably mounted on the mounting base;

[0010] The linkage assembly of the active adjustment mechanism is connected to the output end of the drive component. The drive component drives the pedal to switch between the extended and retracted positions via the active adjustment mechanism. The active adjustment mechanism further includes:

[0011] The lifting seat is connected to the mounting base of the active adjustment mechanism;

[0012] When the external lifting mechanism lifts the vehicle, the lifting seat and the linkage assembly of the active adjustment mechanism are configured to abut against the lifting mechanism sequentially, and the linkage assembly of the driven adjustment mechanism is configured to abut against the lifting mechanism.

[0013] In one embodiment, the linkage assembly of the driven adjustment mechanism and the lifting seat of the active adjustment mechanism are configured to synchronously abut with the lifting mechanism;

[0014] And / or, in the longitudinal direction of the vehicle, the active adjustment mechanism is located near the rear of the vehicle body;

[0015] And / or, along the length of the vehicle, the drive element is disposed on the side of the mounting base of the active adjustment mechanism near the rear of the vehicle body.

[0016] In one embodiment, the linkage assembly includes:

[0017] A first link, the pedal being connected to the first link, the first link being configured to abut against the lifting mechanism;

[0018] The second link is rotatably connected to the first link and the mounting base, and the second link of the active adjustment mechanism is also connected to the output end of the drive component;

[0019] And a third link, which is rotatably connected to the first link, and the third link is rotatably connected to the mounting base.

[0020] In one embodiment, the second link includes:

[0021] first ontology;

[0022] The first connecting shaft passes through the first body, and the first body is rotatably connected to the mounting base through the first connecting shaft. The first connecting shaft of the active adjustment mechanism is also connected to the output end of the drive component.

[0023] And a second connecting shaft, which passes through the first body, and the first body is rotatably connected to the first connecting rod through the second connecting shaft;

[0024] In the active adjustment mechanism, along the extension direction of the first body, the thickness of the first body near the middle position is greater than the thickness of the first body near both ends.

[0025] In one embodiment, the first body is provided with a first weight-reducing groove, which is located on the side of the first body away from the third connecting rod.

[0026] In one embodiment, the first weight-reducing groove is disposed close to the second coupling on the first body of the active adjustment mechanism;

[0027] And / or, on the first body of the active adjustment mechanism, the length of the first weight reduction groove along the extension direction of the first body is greater than half the length of the first body in its extension direction.

[0028] And / or, on the first body of the active adjustment mechanism, in a region near the second connecting shaft, the depth of the first weight-reducing groove gradually decreases in the direction near the second connecting shaft;

[0029] And / or, on the first body of the driven adjustment mechanism, the first weight reduction groove is disposed close to the first coupling shaft;

[0030] And / or, on the first body of the driven adjustment mechanism, the length of the first weight reduction groove along the extension direction of the first body is less than half the length of the first body in its extension direction;

[0031] And / or, on the first body of the driven adjustment mechanism, the depth of the first weight-reducing groove gradually decreases in a direction away from the first coupling.

[0032] In one embodiment, in the active adjustment mechanism, the distance from the end face of the lifting seat facing the driving surface to the end face of the mounting seat facing away from the driving surface is a first distance;

[0033] The distance from the end face of the linkage assembly facing the driving surface to the end face of the mounting base facing away from the driving surface is the second distance;

[0034] The first distance is greater than the second distance.

[0035] In one embodiment, the lifting seat includes:

[0036] The first connecting part is connected to the mounting base of the active adjustment mechanism;

[0037] The lifting part is connected to the side of the first connecting part facing the driving surface. The lifting part is provided with a first lifting surface, which is disposed facing the driving surface. When the pedal is in the retracted position, the first lifting surface protrudes from the linkage assembly and is used to contact the lifting mechanism.

[0038] In one embodiment, the linkage assembly has a second lifting surface on the side facing the vehicle's driving surface, the second lifting surface being used to abut against the lifting mechanism;

[0039] When the vehicle body is lifted, the linkage assembly abuts against the mounting base.

[0040] In one embodiment, the mounting base includes:

[0041] A first mounting portion is configured to connect to the link assembly;

[0042] The vehicle includes a support portion connected to the first mounting portion. The support portion consists of at least two sets, which are arranged parallel to the length direction of the vehicle. When the lifting mechanism abuts against the second lifting surface to lift the vehicle body, the linkage assembly abuts against the support portion, and the support portion is configured to abut against the linkage assembly.

[0043] In one embodiment, the support portion includes:

[0044] Second entity;

[0045] A support boss is provided on the side of the second body facing the driving surface, and the support boss is configured to abut against the linkage assembly.

[0046] In one embodiment, there are multiple sets of support bosses, and the lifting mechanism abuts against the second lifting surface to lift the vehicle body:

[0047] Multiple sets of the aforementioned support bosses are synchronously engaged with the connecting rod assembly;

[0048] And / or, along the direction away from the pedal, the distance between the multiple sets of support bosses on the side facing away from the second body and the connecting rod assembly gradually increases.

[0049] A vehicle comprising:

[0050] Vehicle body;

[0051] And as described above, the pedal device is located on the side of the vehicle body along the width direction of the vehicle.

[0052] The beneficial effects of this application are:

[0053] This application provides a pedal device. This pedal device, through the pedal, shares the lifting force and the weight of the entire vehicle via the lifting seat and linkage assembly of the active adjustment mechanism and the linkage assembly of the driven adjustment mechanism. This avoids the lifting mechanism applying all the force to the linkage assembly when lifting the vehicle, thus reducing the risk of linkage assembly breakage due to rotation caused by lifting force and extending the service life of the linkage assembly. Simultaneously, since the mounting seat itself is used to mount and fix the linkage assembly and drive components, the mounting seat has high structural strength and stability. Using the mounting seat to set up the lifting seat to bear the vehicle lifting force eliminates the need for additional structures to protect the linkage assembly, simplifying the structure and reducing costs.

[0054] This application also provides a vehicle. This vehicle, by incorporating a pedal device and utilizing a lifting seat and linkage assembly to abut against a lifting mechanism, is used for lifting the vehicle. This reduces the risk of the linkage assembly breaking due to rotation caused by lifting force, and improves the service life of the linkage assembly. Attached Figure Description

[0055] Figure 1 This is a schematic diagram of the pedal device provided in one embodiment of this application.

[0056] Figure 2 This is a partial structural diagram of a pedal device in the retracted position according to an embodiment of this application. Figure 1 .

[0057] Figure 3 This is a partial structural diagram of a pedal device in the retracted position according to an embodiment of this application. Figure 2 .

[0058] Figure 4 This is a schematic diagram of the mounting base and drive component of the active adjustment mechanism provided in one embodiment of this application.

[0059] Figure 5 This is a schematic diagram of the mounting base for the active adjustment mechanism provided in one embodiment of this application. Figure 1 .

[0060] Figure 6 This is a schematic diagram of the mounting base for the active adjustment mechanism provided in one embodiment of this application. Figure 2 .

[0061] Figure 7 for Figure 3 A magnified view of a portion of point A in the middle.

[0062] Figure 8 This is a cross-sectional structural diagram of a pedal device with the pedal in the retracted position according to an embodiment of this application.

[0063] Figure 9This is a schematic diagram of the structure of the second link of the active adjustment mechanism provided in one embodiment of this application. Figure 1 .

[0064] Figure 10 This is a schematic diagram of the structure of the second link of the driven adjustment mechanism provided in one embodiment of this application.

[0065] Figure 11 This is a partial structural diagram of a pedal device in the retracted position according to an embodiment of this application. Figure 3 .

[0066] Figure 12 This is a schematic diagram of the structure of the second link of the active adjustment mechanism provided in one embodiment of this application. Figure 2 .

[0067] Figure 13 This is a schematic diagram of the sidewall portion provided in one embodiment of this application.

[0068] Figure 14 This is a partial structural diagram of a pedal device with the pedal in the unfolded position according to an embodiment of this application.

[0069] Figure 15 This is a schematic diagram of the structure of the third link provided in one embodiment of this application.

[0070] Explanation of reference numerals in the attached figures:

[0071] 100-Driver;

[0072] 200 - Adjustment mechanism; 210 - Mounting base; 211 - First mounting part; 212 - Support part; 2121 - Second body; 2122 - Support boss; 2123 - Second reinforcing rib; 220 - Link assembly; 221 - First link; 2211 - Second lifting surface; 2212 - Spacer surface; 2213 - Second connecting part; 2214 - Second mounting part; 222 - Second link; 2221 - First body; 2221a - First weight reduction groove; 2221b - First bushing ; 2221b1-Side wall portion; 2222-First connecting shaft; 2223-Second connecting shaft; 2224-First reinforcing rib; 223-Third connecting rod; 2231-Third body; 2232-Third connecting shaft; 2233-Fourth connecting shaft; 2234-Third reinforcing rib; 2235-Second weight reduction groove; 224-Cantilever position; 230-Lifting seat; 231-First connecting part; 232-Lifting part; 2321-First lifting surface; 233-Anti-slip rib; 234-Fourth reinforcing rib;

[0073] 300-Pedal. Detailed Implementation

[0074] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0075] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0076] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0077] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0078] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0079] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0080] See Figure 1 , Figure 1 A schematic diagram of the pedal device 1000 provided in one embodiment of this application is shown. In this embodiment, the length direction of the vehicle is named the X direction, and the width direction of the vehicle is named the Y direction.

[0081] This embodiment provides a vehicle, which includes a vehicle body and a pedal device 1000. The pedal device 1000 is disposed on the vehicle body and is used for passengers to step on when getting on and off the vehicle, so as to improve the comfort, convenience and sense of ceremony of passengers getting on and off the vehicle.

[0082] Specifically, there are two sets of pedal devices 1000, located on the side of the vehicle body along the width direction Y.

[0083] Please see Figure 1The pedal device 1000 includes a drive member 100, an adjustment mechanism 200, and a pedal 300. The pedal 300 is connected to the adjustment mechanism 200. There are at least two sets of adjustment mechanisms 200, spaced apart along the length X direction of the vehicle. At least one set of adjustment mechanisms 200 is an active adjustment mechanism, and at least one set is a driven adjustment mechanism. The pedal 300 constitutes one set, and at least two sets of adjustment mechanisms 200 are connected to this set of pedals 300. The active adjustment mechanism is connected to the drive member 100. When the drive member 100 is working, the kinetic energy at the output end of the drive member 100 drives the pedal 300 to switch between an extended position and a retracted position through the active adjustment mechanism. The driven adjustment mechanism supports the pedal 300, and during the movement of the pedal 300, the driven adjustment mechanism acts as a follow-up mechanism.

[0084] Both the driven adjustment mechanism and the active adjustment mechanism include a mounting base 210 and a linkage assembly 220. The mounting base 210 is configured to connect to the vehicle body, and the linkage assembly 220 is rotatably mounted on the mounting base 210. The linkage assembly 220 of the active adjustment mechanism is connected to the output end of the drive member 100, and the drive member 100 drives the pedal 300 to switch between the extended position and the retracted position through the active adjustment mechanism.

[0085] like Figure 2 As shown, the active adjustment mechanism further includes a lifting seat 230, which is connected to the mounting seat 210 of the active adjustment mechanism. When the external lifting mechanism lifts the vehicle, the lifting seat 230 and the linkage assembly 220 of the active adjustment mechanism are configured to abut against the lifting mechanism in sequence, and the linkage assembly 220 of the driven adjustment mechanism is configured to abut against the lifting mechanism. When lifting a vehicle, the active adjustment mechanism connected to the drive component 100 in the pedal device 1000 contacts the lifting mechanism. The lifting seat 230 makes priority contact with the lifting mechanism. Since the lifting surface used by the lifting mechanism usually has elastic deformation capability, the lifting mechanism will only abut against the linkage assembly 220 after the lifting surface of the lifting mechanism has undergone a certain elastic deformation. At this time, the main structure bearing the lifting force of the active adjustment mechanism is the lifting seat 230, thereby reducing the force on the linkage assembly 220, reducing the risk of the linkage assembly 220 breaking due to the rotation of the lifting force, and improving the service life of the linkage assembly 220.

[0086] Furthermore, since the active adjustment mechanism is equipped with a drive member 100, which is mounted on the mounting base 210, and the linkage assembly 220 is rotatably mounted on the mounting base 210, the linkage assembly 220 contacts the lifting mechanism later than the lifting seat 230, so that the lifting seat 230 bears the lifting force, avoiding the linkage assembly 220 bearing the lifting force, reducing the rotation of the linkage assembly 220, and thus avoiding damage to the output end of the drive member 100 caused by the rotation torque of the linkage assembly 220.

[0087] Along with the active adjustment mechanism, the linkage assembly 220 of the driven adjustment mechanism also contacts the lifting mechanism. Since this linkage assembly 220 is not connected to the drive component 100, it can rotate upon contact with the lifting mechanism. After rotation, it abuts against the mounting seat 210 of the driven adjustment mechanism, thereby transferring the lifting force of the lifting mechanism to the mounting seat 210. This means the linkage assembly 220 only transfers the force and does not bear the lifting force independently; the structure bearing the lifting force is the mounting seat 210. Because the mounting seat 210's function is to mount and fix the linkage assembly 220, it has high structural strength and is easy to assemble and disassemble. Therefore, even if the linkage assembly 220 rotates after contacting the lifting mechanism and collides with the mounting seat 210, the wear on the mounting seat 210 is minimal. Furthermore, the mounting seat 210 is a replaceable structure; if the mounting seat 210 is severely worn and needs replacement, it is easy to replace, and the replacement cost is much lower than the replacement and maintenance costs for vehicle body wear.

[0088] In summary, the forces exerted by the active and passive adjustment mechanisms of the pedal device in contact with the lifting mechanism individually are beneficial for protecting the linkage assembly 220 and the vehicle body, reducing the risk of linkage assembly 220 breakage and vehicle body wear.

[0089] Simultaneously, during vehicle lifting, the lifting seat 230 and linkage assembly 220 of the active adjustment mechanism, as well as the linkage assembly 220 of the driven adjustment mechanism, jointly bear the lifting force and the weight of the entire vehicle. This transfers the lifting force of the lifting mechanism to the two sets of mounting seats 210, which helps achieve balanced force distribution along the vehicle's length direction X, improving the stability of the vehicle lifting process. Furthermore, this embodiment avoids the lifting mechanism applying all force to the linkage assembly 220 during vehicle lifting, reducing the risk of breakage due to rotation caused by the lifting force and extending the service life of the linkage assembly 220. Moreover, since the mounting seat 210 itself is used to mount and fix the linkage assembly 220 and the drive component 100, it possesses high structural strength and stability. Using the mounting seat 210 to set up the lifting seat 230 to bear the vehicle lifting force eliminates the need for additional structures to protect the linkage assembly 220, simplifying the structure and reducing costs.

[0090] In addition, one set of the active adjustment mechanism and the passive adjustment mechanism uses the linkage assembly 220 to transfer the lifting force by rotation, while the other set uses the lifting seat 230 as the main structure to bear the lifting force. This helps to reduce problems such as jamming and uneven force due to the different rotation angles of the two sets of linkage assemblies 220, and helps to improve the safety of the vehicle lifting process.

[0091] Optionally, the lifting seat 230 and the mounting seat 210 are integral structures. During processing, the lifting seat 230 and the mounting seat 210 are integrally formed, which helps to improve the connection strength between the lifting seat 230 and the mounting seat 210, and thus helps to improve the service life of the active adjustment mechanism.

[0092] In one embodiment, the linkage assembly 220 of the driven adjustment mechanism and the lifting seat 230 of the active adjustment mechanism are configured to synchronously abut with the lifting mechanism. That is, when lifting the vehicle, a portion of the lifting mechanism is located on the side of the active adjustment mechanism facing the vehicle's driving surface M1. This lifting mechanism first abuts against the lifting seat 230, and then abuts against the linkage assembly 220 after the surface material of the lifting mechanism undergoes elastic deformation. Simultaneously, a portion of the lifting mechanism is located on the side of the driven adjustment mechanism facing the vehicle's driving surface M1 and abuts against the linkage assembly 220. Lifting the vehicle in this manner achieves at least two lifting contact surfaces along the vehicle's length direction X on one side, and at least four lifting contact surfaces in total on both sides of the vehicle. This multi-point lifting improves the stability and safety of the lifting process, preventing tilting that could cause the vehicle to slip off the lifting mechanism.

[0093] In this embodiment, the driving surface M1 facing the vehicle can be directly facing it or facing it at a certain angle; this embodiment does not limit this.

[0094] like Figure 2 and Figure 3 As shown, in one embodiment, in the active adjustment mechanism, the distance from the end face of the lifting seat 230 facing the vehicle's driving surface M1 to the end face of the mounting seat 210 facing away from the vehicle's driving surface M1 is a first distance D3; the distance from the end face of the linkage assembly 220 facing the driving surface to the end face of the mounting seat 210 facing away from the driving surface is a second distance D4; the first distance D3 is greater than the second distance D4. This structure allows the lifting seat 230 to protrude from the linkage assembly 220 in the direction of the driving surface M1, ensuring that during lifting, the lifting seat 230 abuts against the lifting mechanism before the linkage assembly 220, and then the linkage assembly 220 abuts against the lifting mechanism after the surface material of the lifting mechanism undergoes elastic deformation. The active adjustment mechanism utilizes the lifting seat 230 and the connecting rod assembly 220 to abut against the lifting mechanism in sequence, so that the lifting seat 230 serves as the main structure bearing the lifting force and the connecting rod assembly 220 serves as the auxiliary load-bearing structure. This helps to reduce the risk of the connecting rod assembly 220 breaking due to the rotation of the lifting force and improves the service life of the connecting rod assembly 220.

[0095] Furthermore, the difference between the first distance D3 and the second distance D4 is less than a preset deformation range, where the preset deformation range is the maximum deformation range of the elastic material on the surface of the vehicle being lifted by the lifting mechanism when the lifting seat 230 is in contact with the lifting mechanism. In application, the lifting surface of the lifting mechanism is provided with elastic material, which helps to avoid scratches and other accidents caused by rigid contact between the lifting mechanism and the vehicle. Since the elastic material has a certain deformation range, the height difference generated by the deformation of this elastic material is within the preset deformation range. The difference between the first distance D3 and the second distance D4 is less than the preset deformation range, so that the contact force of the lifting mechanism is mainly distributed on the lifting seat 230. At the same time, the side of the connecting rod assembly 220 facing the driving surface M1 can also abut against the lifting mechanism, bearing part of the lifting force. This helps to make the lifting seat 230 the main force-bearing structure, while the connecting rod assembly 220 plays an auxiliary role in bearing the lifting force. This helps to ensure high lifting safety and reduce the torque of the connecting rod assembly 220, thereby improving the safety of the connecting rod assembly 220.

[0096] Optionally, the difference between the first distance D3 and the second distance D4 is 2mm-5mm. The preset deformation range of the elastic material in commonly used lifting mechanisms in related technologies is 5mm. Therefore, when the difference between the first distance D3 and the second distance D4 is less than 5mm, the height of the protrusion of the lifting seat 230 when it contacts the lifting mechanism to bear the lifting force is less than the preset deformation range. When the lifting seat 230 compresses and deforms the lifting mechanism, the connecting rod assembly 220 can still abut against the lifting mechanism. This ensures that when the lifting seat 230 abuts against the lifting mechanism, the connecting rod assembly 220 and the lifting seat 230 share the lifting force, avoiding the problem of bending easily when the connecting rod assembly 220 is lifted alone. This improves the safety of the lifting process and enhances the stability of the lifting seat 230 and the connecting rod assembly 220. Here, the difference between the first distance D3 and the second distance D4 can be 2mm, 3mm, 4mm, 5mm, etc. Of course, this is not the only limitation. Within the above range, the difference between the first distance D3 and the second distance D4 can be set according to actual needs.

[0097] Meanwhile, the lifting seat 230 protrudes only slightly, minimizing its impact on the overall distance between the pedal assembly 1000 and the driving surface M1. The lifting seat 230 also safely distributes the lifting load, improving the reliability and ease of maintenance of the pedal assembly 1000 and even the vehicle.

[0098] Please see Figure 4In one embodiment, the lifting seat 230 includes a first connecting portion 231 and a lifting portion 232. The first connecting portion 231 is connected to the mounting base 210 of the active adjustment mechanism; the lifting portion 232 is connected to the side of the first connecting portion 231 facing the driving surface, and the lifting portion 232 is provided with a first lifting surface 2321. The first lifting surface 2321 is positioned facing the driving surface. When the pedal 300 is in the retracted position, the first lifting surface 2321 protrudes from the linkage assembly 220 and is used to contact the lifting mechanism. The first connecting portion 231 enables a stable connection between the lifting seat 230 and the mounting base 210, and is used to protrude the lifting seat 230 towards the driving surface M1, so that the first lifting surface 2321 of the lifting portion 232 can protrude from the linkage assembly 220. When contacting the lifting mechanism, the first lifting surface 2321 can contact the lifting mechanism before the linkage assembly 220 of the active adjustment mechanism. By setting up a separate lifting section 232 instead of directly using the surface of the first connecting section 231 facing the driving surface M1 to abut against the lifting mechanism, it is beneficial to increase the contact area between the lifting section 232 and the lifting mechanism by setting up the first lifting surface 2321, so that the lifting force is evenly distributed, reducing the problem of excessive local stress, and helping to share the load.

[0099] For example, the first connecting portion 231 and the lifting portion 232 are connected in an L-shape, forming a connecting structure with a reduced wall thickness, which is beneficial for achieving lightweight design. The dimension of the lifting portion 232 along the length X of the vehicle is larger than that of the first connecting portion 231 along the length X of the vehicle, so as to increase the area of ​​the first lifting surface 2321, making the lifting force evenly distributed, reducing the problem of excessive local stress, and helping to distribute the load.

[0100] like Figure 4 and Figure 5 As shown, the dimension of the first connecting part 231 along the width direction Y of the vehicle is larger than the dimension of the lifting part 232 along the length direction X of the vehicle, and the projection of the output shaft of the drive member 100 in the direction perpendicular to the first lifting surface 2321 is at least partially coincident with the first lifting surface 2321, that is, the output end of the drive member 100 is at least partially located above the first lifting surface 2321, so that the lifting force of the lifting mechanism can be directly aligned with the core force transmission area of ​​the output shaft of the drive member 100 and the connecting rod assembly 220. The lifting load can be directly transmitted to the high-strength mounting seat 210 through the lifting part 232, which greatly offsets the torsional torque brought by the lifting force, reduces the additional load and bending stress of the output shaft, connecting rod assembly 220 and drive member 100, prevents the adjustment mechanism 200 from deforming, jamming or being damaged due to uneven load, and reasonably optimizes the force transmission path, making the lifting force more concentrated and balanced. While simplifying the overall load-bearing structure, it also takes into account the vehicle lifting stability and the service life of the active adjustment mechanism.

[0101] Please see Figure 5 and Figure 6 In one embodiment, the lifting seat 230 further includes anti-slip ribs 233, which are disposed on the first lifting surface 2321 and extend along the length direction X of the vehicle. This helps prevent slippage during the lifting process and improves lifting safety. Since the lifting mechanism lifts the vehicle from both sides, the anti-slip ribs 233 extending along the length direction X of the vehicle further enhance the anti-slip effect in the width direction Y of the vehicle.

[0102] Furthermore, the anti-slip ribs 233 are multiple, and these multiple anti-slip ribs 233 are arranged parallel to each other and spaced apart along the width direction Y of the vehicle, thereby further improving the anti-slip effect. At the same time, the anti-slip ribs 233 can also be adapted to the anti-slip structure on the lifting mechanism to further improve the anti-slip effect.

[0103] like Figure 4 As shown, the lifting seat 230 also includes a fourth reinforcing rib 234, which is disposed on the rearward side of the first connecting part 231 and connected to the lifting part 232, thereby improving the structural strength of the lifting seat 230 and preventing the lifting seat 230 from deforming.

[0104] Furthermore, the first connecting part 231 and the lifting part 232 are connected in an L-shape, and the fourth reinforcing rib 234 is disposed inside the L-shape and is connected to both the first connecting part 231 and the lifting part 232. The fourth reinforcing rib 234, the first connecting part 231 and the lifting part 232 can form a triangular support structure, which is beneficial to increase the support capacity of the lifting part 232, thereby improving the structural strength of the lifting seat 230 and improving the compression resistance and deformation resistance of the lifting seat 230.

[0105] Optionally, the fourth reinforcing rib 234 extends along the direction of the lifting force transmission. Optionally, the height of the fourth reinforcing rib 234 gradually decreases in the direction away from the lifting part 232, which helps to reduce the structural weight while ensuring the strengthening effect.

[0106] In one embodiment, a fourth reinforcing rib 234 is provided at least one end of the first connecting portion 231 in the width direction Y of the vehicle body. The fourth reinforcing rib 234 is provided along the extension direction of the end face of the first connecting portion 231, that is, the fourth reinforcing rib 234 is provided along the force transmission direction on the left and right sides of the first connecting portion 231, which is beneficial to guide the transmission of the lifting load related to the vehicle body and improve the compression resistance and deformation resistance of the lifting seat 230.

[0107] In one embodiment, at least one fourth reinforcing rib 234 is provided in the middle of the first connecting part 231 in the width direction Y of the vehicle body, thereby increasing the compression resistance and deformation resistance of the lifting seat 230 in the middle position.

[0108] Optionally, the height of the fourth reinforcing rib 234 located in the middle gradually decreases along the direction away from the lifting part 232, in order to meet the dual requirements of support performance and structural lightweighting.

[0109] At the same time, such as Figure 6 As shown, optionally, the side of the first connecting part 231 facing the connecting rod assembly 220 is a plane, so that foreign objects such as mud and sand cannot adhere to the surface. This helps to reduce the accumulation of foreign objects on the side of the first connecting part 231 facing the connecting rod assembly 220, which helps to improve the ability of the active adjustment mechanism to prevent the accumulation of foreign objects and reduce problems such as abnormal noise or failure of the connecting rod assembly 220 caused by foreign objects.

[0110] In one embodiment, the active adjustment mechanism is positioned near the rear of the vehicle body along the vehicle's length direction X to accommodate the vehicle's front-low, rear-high structure. This increases the distance between the active adjustment mechanism and the driving surface M1, preventing interference such as scraping between the active adjustment mechanism and the driving surface M1, thereby improving the safety of the active adjustment mechanism.

[0111] In one embodiment, along the vehicle's length direction X, the drive member 100 is positioned on the side of the active adjustment mechanism's mounting base 210 near the rear of the vehicle body. This arrangement also utilizes the vehicle's front-low, rear-high structure, placing the drive member 100 on the rear-facing mounting base 210 and positioning it behind this base 210. This arrangement maximizes the distance between the drive member 100 and the driving surface M1, preventing interference such as scraping between the drive member 100 and the driving surface M1, thereby improving the safety of the drive member 100.

[0112] like Figure 3 As shown, in one embodiment, the linkage assembly 220 has a second lifting surface 2211 on the side facing the driving surface, which is used to abut against the lifting mechanism. When lifting the vehicle body, the linkage assembly 220 abuts against the mounting seat 210. At this time, the mounting seat 210 can limit the abnormal rotation and sway of the linkage assembly 220 caused by the lifting force, lock the force posture of the linkage, and stably transmit the lifting load to the high-strength mounting seat 210 and the vehicle body, avoiding the linkage assembly 220 from twisting, bending or loosening deformation when subjected to load alone. Combined with the active end lifting seat 230, it shares the lifting force to form a multi-point composite load-bearing structure, effectively dispersing the lifting stress, improving the overall lifting stability and force balance, and preventing the linkage from shaking, overloading and component damage during the lifting process. While meeting the auxiliary lifting load-bearing function, it ensures the structural strength, fitting accuracy and long-term durability of the linkage mechanism of the pedal device 1000.

[0113] In one embodiment, the link assembly 220 has a spacer surface 2212 on the side facing the driving surface, and the second lifting surface 2211 protrudes from the spacer surface 2212 in the length direction X of the vehicle. On the projection plane perpendicular to the driving surface M1, the projection of the spacer surface 2212 corresponds to the area of ​​the cantilever position 224 where the link assembly 220 does not abut against the mounting seat 210.

[0114] The spacer surface 2212 is designed to form the main force-bearing area through the protrusion of the second lifting surface 2211. The spacer surface 2212 avoids the area of ​​the cantilever position 224 where the connecting rod assembly 220 does not abut against the mounting base 210. This allows the lifting load to be borne solely by the protruding second lifting surface 2211 during lifting operations, and to be precisely aligned and transmitted to the mounting base 210. The spacer surface 2212 and the lifting mechanism maintain a gap and do not contact each other. This avoids unnecessary interference caused by the cantilever position 224 where the connecting rod assembly 220 does not abut against the mounting base 210, and reduces or avoids problems such as the connecting rod assembly 220 breaking due to the force on the area where it does not abut against the mounting base 210.

[0115] In one embodiment, the distance by which the second lifting surface 2211 protrudes from the spacer surface 2212 is 2.5mm-10mm. This size range is reasonably adapted to ensure that the protrusion height of the second lifting surface 2211 is sufficient to form a clear main force-bearing area, ensuring that the lifting mechanism can accurately abut against the second lifting surface 2211 during lifting and avoiding accidental contact with the spacer surface 2212, thus ensuring the concentrated transmission of lifting force. At the same time, this distance range helps to avoid excessive protrusion height leading to an increase in the overall structural volume and weight of the linkage assembly 220, or excessive gap leading to contact between the spacer surface 2212 and the lifting mechanism during lifting operations. This distance range takes into account the rationality of structural stress, lightweight design, and protective performance, making the fit between the second lifting surface 2211 and the spacer surface 2212 more in line with the actual usage requirements of the pedal device 1000, further improving the stability and practicality of the overall structure.

[0116] Specifically, the distance by which the second lifting surface 2211 protrudes from the spacer surface 2212 can be 2.5mm, 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, etc. Of course, it is not limited to this; within the above range, the distance by which the second lifting surface 2211 protrudes from the spacer surface 2212 can be set according to actual needs.

[0117] Furthermore, the mounting base 210 includes a first mounting portion 211 and a support portion 212. The first mounting portion 211 is configured to connect with the linkage assembly 220; the support portion 212 is connected to the first mounting portion 211, and there are at least two sets of support portions 212. The at least two sets of support portions 212 are arranged parallel to the length direction X of the vehicle. When the lifting mechanism abuts against the second lifting surface 2211 to lift the vehicle body, the linkage assembly 220 abuts against the support portion 212, and the support portion 212 is configured to abut against the linkage assembly 220.

[0118] Optionally, the first mounting part 211 and the support part 212 are an integral structure and are integrally formed by a mold.

[0119] At least two sets of support portions 212 form a limiting support structure for the connecting rod assembly 220. When the vehicle is lifted, the second lifting surface 2211 of the connecting rod assembly 220 bears the force of the lifting mechanism, and the connecting rod assembly 220 simultaneously abuts against the support portions 212, relying on the support portions 212 to form a rigid limiting constraint. The parallel arrangement of at least two sets of support portions 212 can increase the contact area with the connecting rod assembly 220, which is beneficial for corresponding abutment with the corresponding position of the connecting rod assembly 220. Without adding additional complex structures, it can enhance the structural stability and overload resistance of the connecting rod assembly 220 under lifting conditions and extend the service life of the pedal device 1000 connecting rod structure.

[0120] like Figure 7 As shown, in one embodiment, the support portion 212 includes a second body 2121 and a support boss 2122. The support boss 2122 is located on the side of the second body 2121 facing the driving surface and is configured to abut against the linkage assembly 220. Because the linkage assembly 220 may rotate at a certain angle under the lifting force of the lifting mechanism, the contact between the linkage assembly 220 and the mounting base 210 may not be surface-to-surface but rather surface-to-point, which can easily lead to stress concentration and damage to either the linkage assembly 220 or the support portion 212. By setting the support boss 2122, the contact surface between the support part 212 and the connecting rod assembly 220 is reduced to the position of the support boss 2122. This makes it easier to set the height of the support boss 2122 according to the rotation trend of the connecting rod assembly 220, thereby enabling the connecting rod assembly 220 to achieve surface-to-surface contact with the support boss 2122 as much as possible, which helps to improve the service life of the mounting base 210 and the connecting rod assembly 220.

[0121] Furthermore, the support bosses 2122 are in multiple sets. When the lifting mechanism abuts against the second lifting surface 2211 to lift the vehicle body, the multiple sets of support bosses 2122 synchronously engage with the connecting rod assembly 220. This synchronous engagement of the multiple sets of support bosses 2122 with the connecting rod assembly 220 facilitates balanced force support, disperses contact stress, optimizes the force transmission path, and works in conjunction with the active adjustment mechanism lifting seat 230 to complete multi-point lifting load, improving the stability and safety of the vehicle lifting process. Simultaneously, by setting multiple sets of support bosses 2122, it is beneficial to transform potential single-point support into multi-point or surface-to-surface support, thereby dispersing contact stress, optimizing the force transmission path, and improving the stability and safety of the vehicle lifting process. Without adding additional complex structures, it enhances the structural stability and overload resistance of the connecting rod assembly 220 under lifting conditions, extending the service life of the pedal device 1000 connecting rod structure.

[0122] In one embodiment, along the direction away from the pedal 300, the distance between the multiple sets of support bosses 2122 on the side facing away from the second body 2121 and the connecting rod assembly 220 gradually increases. Under the lifting force of the lifting mechanism, the connecting rod assembly 220 will rotate relative to the shaft fixed on the mounting base 210, resulting in a sequential contact between the connecting rod assembly 220 and the mounting base 210, which can easily lead to point contact and stress concentration. In this embodiment, when the lifting mechanism lifts the linkage assembly 220, the side away from the pedal 300 will rotate in the direction away from the driving surface M1. Therefore, along the direction away from the pedal 300, the distance between the multiple sets of support bosses 2122 and the linkage assembly 220 gradually increases. According to the position of the support bosses 2122, the height of the support bosses 2122 can be designed so that the multiple sets of support bosses 2122 and the linkage assembly 220 can abut synchronously. The lifting force is shared by multiple support bosses 2122, avoiding the situation where the mounting base 210 abuts against the linkage assembly 220 at a single point. This is conducive to the balanced distribution of force on the support bosses 2122 and the linkage assembly 220, reducing stress concentration, and thus improving the service life of the mounting base 210 and the linkage assembly 220.

[0123] For example, in this embodiment, there are two sets of support bosses 2122. The distance from the support bosses 2122 closer to the pedal 300 to the link assembly 220 is D1, and the distance from the support bosses 2122 farther from the pedal 300 to the link assembly 220 is D2. D1 is less than D2.

[0124] like Figure 5 and Figure 6The support portion 212 further includes a second reinforcing rib 2123. The support portion 212 is located on the side of the second body 2121 facing away from the connecting rod assembly 220. One end of the second reinforcing rib 2123 is connected to the support boss 2122, and the other end extends towards the connection point between the connecting rod assembly 220 and the support portion 212. The second reinforcing rib 2123 extends from the support boss 2122 along the force path away from the support boss 2122 and connects the weaker connection point between the support portion 212 and the connecting rod assembly 220, which helps to strengthen the support portion 212.

[0125] like Figure 8 As shown, the linkage assembly 220 includes a first linkage 221, a second linkage 222, and a third linkage 223. The pedal 300 is connected to the first linkage 221, which is configured to abut against the lifting mechanism. The second linkage 222 is rotatably connected to the first linkage 221 and the mounting base 210. The second linkage 222 of the active adjustment mechanism is also connected to the output end of the drive unit 100. The third linkage 223 is rotatably connected to the first linkage 221 and the mounting base 210. This linkage assembly 220 and the mounting base 210 together form a four-bar linkage structure, which balances the flexibility of pedal 300 adjustment with structural stability, while also adapting to lifting load requirements and providing mechanical support for the pedal 300 in the deployed position.

[0126] In one embodiment, the first connecting rod 221 includes a second connecting portion 2213 and a second mounting portion 2214. The second connecting portion 2213 is used to connect to the pedal 300. There are two sets of second mounting portions 2214, each set connecting to both ends of the first connecting portion 231 and forming a U-shaped structure with the first mounting portion 211. The second connecting rod 222 and the third connecting rod 223 are located between the two sets of second mounting portions 2214 and are rotatably connected to both sets.

[0127] In one embodiment, the wall thickness of the second link 222 of the active adjustment mechanism is greater than that of the second link 222 of the driven adjustment mechanism. Since the second link 222 of the active adjustment mechanism is used to drive the pedal 300 to switch between the extended and retracted positions and is the main load-bearing structure of the pedal device 1000 as a whole, this embodiment increases the thickness of the second link 222, thereby giving it higher structural strength and improving its resistance to deformation, which is beneficial to improving the safety of the active adjustment mechanism.

[0128] like Figure 9 and Figure 10As shown, the second link 222 includes a first body 2221, a first connecting shaft 2222, and a second connecting shaft 2223. The first connecting shaft 2222 passes through the first body 2221, and the first body 2221 is rotatably connected to the mounting base 210 via the first connecting shaft 2222. The first connecting shaft 2222 of the active adjustment mechanism is also connected to the output end of the drive member 100. The second connecting shaft 2223 passes through the first body 2221, and the first body 2221 is rotatably connected to the first link 221 via the second connecting shaft 2223. In the active adjustment mechanism, along the extending direction of the first body 2221, the thickness of the first body 2221 near the middle position is greater than the thickness of the first body 2221 near both ends.

[0129] The wall thickness design of the first body 2221 can fit the actual stress conditions of the second link 222. During the transmission and lifting load-bearing process, the middle part of the second link 222 is the core stress area where bending moment and torsional stress are concentrated. Thickening the middle part can effectively improve the structural strength and bending and deformation resistance of this area, and reduce the risk of fracture, deformation and torsion under stress in the middle part. The thickness of the hinge positions at both ends needs to be controlled due to the limitations of assembly space and rotational interference. Maintaining a thin-walled structure can meet the requirements of hinge rotation adaptability and lightweighting, without the need for overall thickening and weight increase. While optimizing stress distribution, strengthening the load-bearing performance of key stress-bearing parts, and adapting to drive transmission and lifting load transmission, it also takes into account structural lightweighting, movement flexibility and overall structural compactness, reduces component wear caused by local stress concentration, and improves the structural stability and service life of the active adjustment mechanism under long-term reciprocating motion and lifting load conditions.

[0130] like Figure 9 and Figure 10 In one embodiment, the first body 2221 is provided with a first weight-reduction groove 2221a, which is located on the side of the first body 2221 away from the third link 223. The first weight-reduction groove 2221a, located on the side of the first body 2221 away from the third link 223, removes excess material from non-core load-bearing areas without affecting the key force-bearing, hinge fit, and overall assembly dimensions of the second link 222 facing the third link 223. This effectively reduces the overall weight of the second link 222, reduces material costs, and decreases the load and energy consumption of the pedal device 1000 reciprocating motion, thus meeting the lightweight design requirements of the vehicle. Simultaneously, it reasonably avoids weakening the core load-bearing structure of the second link 222 by the weight-reduction groove, ensuring that the strength of the basic structure is not affected.

[0131] In addition, the second link 222 also includes a first reinforcing rib 2224, which is arranged along the extension direction of the first body 2221 and is located in the first weight-reducing groove 2221a. The first reinforcing rib 2224, arranged inside the first weight-reducing groove 2221a along the extension direction of the first body 2221, can compensate for the structural rigidity loss caused by the groove opening, effectively improving the overall bending, torsional, and deformation resistance of the second link 222, and avoiding problems such as bending, collapse, and fatigue deformation in the grooved area due to structural thinning. Simultaneously, the rib layout along the length direction can evenly transmit and distribute the transmission load and lifting stress, suppressing the torsion of the second link 222 under force, ensuring the motion accuracy and transmission stability of the second link 222, achieving weight reduction while maintaining or even strengthening the overall structural strength of the second link 222, thus balancing lightweight design and structural reliability.

[0132] like Figure 9 As shown, in one embodiment, the first weight-reducing groove 2221a on the first body 2221 of the active adjustment mechanism is located near the second connecting shaft 2223. Since the side of the second connecting rod 222 near the drive member 100 is a high-stress area with high structural strength requirements, the second weight-reducing groove 2235 is selected from the non-critical high-stress redundant area near the second connecting shaft 2223 for material removal. This efficiently achieves localized weight reduction while fully preserving the structural strength of the hinge hole and core stress area and without affecting the rotational fit and load transmission of the second connecting rod 222. Simultaneously, the layout of the first weight-reducing groove 2221a near the second connecting shaft 2223 can form a matching structure with the first reinforcing rib 2224 within the groove, specifically compensating for the rigidity reduction caused by the groove, effectively dispersing bending and torsional stresses at the hinge position, avoiding the risk of deformation and cracking in the weak area of ​​the groove, optimizing the overall stress distribution and structural stability of the connecting rod, and balancing component weight reduction, transmission reliability, and long-term fatigue performance.

[0133] In one embodiment, on the first body 2221 of the active adjustment mechanism, the length of the first weight-reducing groove 2221a along the extension direction of the first body 2221 is greater than half the length of the first body 2221 in its extension direction. This can significantly expand the range of lightweighting, remove excess material from the non-core stress-bearing sections of the first body 2221, significantly reduce the overall weight of the second link 222, effectively reduce the motion inertia of the pedal 300 reciprocating adjustment and the load on the drive component 100, and meet the requirements of vehicle lightweighting. At the same time, the long-span layout of the first weight-reducing groove 2221a, combined with the continuous extension of the first reinforcing rib 2224 in the groove, can compensate for the structural rigidity after the groove is opened, avoid local stress concentration and decreased bending performance caused by the long groove, and make the stress distribution of the first body 2221 along the length direction more uniform. On the basis of achieving large-scale weight reduction and energy saving, it can continuously ensure the torsional and bending resistance and structural durability of the second link 222 under power transmission, pedal 300 load-bearing and vehicle lifting conditions.

[0134] Since the wall thickness of the first body 2221 of the active adjustment mechanism is greater than that of the first body 2221 of the driven adjustment mechanism, some material is removed from the non-core force-bearing end of the second link 222 connected to the drive member 100. This is beneficial to reduce the weight of the second link 222 while ensuring its mechanical properties, thus increasing the thickness of the second link 222.

[0135] In one embodiment, on the first body 2221 of the active adjustment mechanism, in a local area near the second connecting shaft 2223, the depth of the first weight-reducing groove 2221a gradually decreases along the direction close to the second connecting shaft 2223. This embodiment can fully remove redundant material in the hinge area away from the second connecting shaft 2223 to achieve weight reduction and reduce motion load, while gradually thickening and strengthening the key stress area of ​​the hinge around the second connecting shaft 2223. This avoids the problem of insufficient wall thickness and weakened strength at the bearing position due to excessive groove depth. The gentle depth gradient can eliminate abrupt changes in the structural cross-section, reduce stress concentration, and effectively improve the compression resistance, deformation resistance, and fatigue resistance of the mounting position of the second connecting shaft 2223, ensuring the hinge fit accuracy and transmission stability, while taking into account the large-scale weight reduction requirements and the structural strength and load-bearing reliability of the core area of ​​the connecting rod hinge.

[0136] Meanwhile, when the pedal 300 is in the retracted position, the first weight-reducing groove 2221a is located on the side facing away from the driving surface M1, and the extension direction of the second connecting rod 222 is inclined towards the driving surface M1. At this time, in the local area near the second connecting shaft 2223, the depth of the first weight-reducing groove 2221a gradually decreases along the direction near the second connecting shaft 2223, which can form a guide slope on the first weight-reducing groove 2221a to facilitate the discharge of foreign objects in the first weight-reducing groove 2221a, so that foreign objects can be discharged naturally during vehicle driving.

[0137] like Figure 10 As shown, in one embodiment, a first weight-reducing groove 2221a is located near the first connecting shaft 2222 on the first body 2221 of the driven adjustment mechanism. Since the second connecting rod 222 of the driven adjustment mechanism only provides follow-up support and has no driving torque output, redundant material is reasonably removed from the critical force-bearing area away from the hinge, effectively reducing the overall weight of the driven adjustment mechanism, lowering the follow-up motion resistance of the pedal 300 and the overall structural load. At the same time, the wall thickness and structural strength of the core bearing structure on the side of the second connecting shaft 2223 are preserved, avoiding weakening of the support force-bearing parts of the pedal 300 by the weight-reducing groove. The layout of the groove near the first connecting shaft 2222 avoids stress concentration at the hinge hole, maintaining the rotational fit accuracy and follow-up motion smoothness of the second connecting rod 222 of the driven adjustment mechanism. While meeting lightweight design requirements and controlling production costs, this ensures the long-term structural stability and service life of the driven adjustment mechanism for load-bearing and reciprocating follow-up motion.

[0138] In one embodiment, the length of the first weight-reducing groove 2221a along the extension direction of the first body 2221 of the driven adjustment mechanism is less than half the length of the first body 2221 in its extension direction. Since the overall wall thickness of the first body of the driven adjustment mechanism is relatively small, mechanical performance is prioritized in the critical stress area near the second connecting shaft 2223, while the non-stress concentration area near the first connecting shaft 2222 is adopted as a local lightweighting scheme with a short-sized first weight-reducing groove 2221a. Only a small area of ​​excess material in non-critical areas is removed, maximizing the preservation of the continuous solid structure of the second connecting rod 222 of the driven adjustment mechanism and maintaining its cross-sectional strength. This effectively avoids the risks of rigidity attenuation, bending deformation, and fatigue cracking caused by long grooves, stably bearing the load of the pedal 300 and the lifting auxiliary force, ensuring the structural reliability and smooth movement of the driven adjustment mechanism during long-term follow-up operation. While achieving appropriate lightweighting and controlling the weight of components, it fully adapts to the support stress conditions of the driven mechanism, simplifies the structural stress distribution, and reduces the probability of later abnormal noises, jamming, and other failures.

[0139] On the first body 2221 of the driven adjustment mechanism, the depth of the first weight reduction groove 2221a gradually decreases in the direction away from the first connecting shaft 2222. With the hinge end of the first connecting shaft 2222 as the force reference, a larger wall thickness and structural strength are retained. The weight is gradually reduced and thinned towards the non-force-bearing end. This can ensure the torsional, compressive and deformation resistance of the installation area of ​​the first connecting shaft 2222, avoid insufficient strength and stress concentration at the hinge position due to excessive weight reduction, and reasonably reduce the redundant material at the far end through the gradual groove depth design to achieve the effect of lightweight weight reduction.

[0140] like Figure 11As shown, at the same time, when the pedal 300 is in the retracted state, the first weight reduction groove 2221a is set towards the driving surface M1, and the extension direction of the second connecting rod 222 is inclined towards the driving surface M1. At this time, in the local area near the second connecting shaft 2223, the depth of the first weight reduction groove 2221a gradually decreases along the direction near the second connecting shaft 2223, which can form a guide slope on the first weight reduction groove 2221a to facilitate the discharge of foreign objects in the first weight reduction groove 2221a, so that foreign objects can be discharged naturally during vehicle driving.

[0141] Meanwhile, in the driven adjustment mechanism, the part without the first weight reduction groove 2221a has a planar structure for the first body 2221, thereby preventing foreign objects from adhering.

[0142] like Figure 12 and Figure 13 In one embodiment, in the active adjustment mechanism, the first body 2221 further includes a first bushing 2221b. In the direction of plane M2, which is perpendicular to the axis of the first connecting shaft 2222 and the axis of the second connecting shaft 2223, the side wall of the first bushing 2221b near the third connecting rod 223 is a side wall portion 2221b1. The thickness of the side wall portion 2221b1 is greater than the thickness of the side walls at other positions of the first bushing 2221b.

[0143] This structure locally reinforces the second link 222 of the active adjustment mechanism in the actual force direction. When the pedal 300 is deployed for load bearing, drive transmission, and vehicle lifting, the side of the first bushing 2221b near the third link 223 is a concentrated area of ​​lateral extrusion force, shear force, and torsional stress. Thickening the thickness of this side wall 2221b1 can specifically improve the local structural strength and resistance to extrusion and cracking of the bushing, effectively dispersing the concentrated load at the hinge, and avoiding the problems of deformation, cracking, or increased wear play in the axle hole due to long-term alternating loads and eccentric loads at the thin-walled part of the bushing. At the same time, only the critical side is thickened, while the other side walls of the bushing maintain the conventional thickness. This controls the overall weight and manufacturing cost, avoids structural redundancy and motion interference risks caused by overall thickening, and ensures the fitting accuracy and smooth movement of the hinge rotation of the second link 222. It also optimizes the force balance of the bushing, improves the durability of the hinge part of the second link 222, and enhances the overall operational stability of the active adjustment mechanism.

[0144] like Figure 12 and Figure 13Furthermore, along the circumference of the first bushing 2221b, and within a preset central angle range, the thickness of the sidewall of the first bushing 2221b gradually decreases from both sides of the sidewall portion 2221b1 away from the sidewall portion 2221b1. Within the preset central angle range along the circumference of the first bushing 2221b, with the thickened sidewall portion 2221b1 as the stress core, the gradual thinning design towards both sides can achieve a smooth stress transition, avoid stress abrupt changes and concentrations at the interface between thick and thin walls, and reduce the risk of cracking and fatigue damage caused by excessive local stress. Meanwhile, the complex composite stress conditions at the hinge of the second link 222 of the active adjustment mechanism allow the load to be evenly and gradually released and dispersed circumferentially from the reinforced sidewall 2221b1, improving the overall torsional, shear, and fatigue resistance of the bushing. At the same time, the integrated structure with gradually varying wall thickness can reduce molding defects caused by structural abrupt changes and optimize the processability of injection molding or die casting. While precisely reinforcing key stress areas and extending the service life of the bushing and link assembly 220, it also continuously takes into account the lightweight of components and the compactness of the structure, ensuring smooth and jam-free hinge rotation.

[0145] For example, the preset central angle range is 90°, that is, the wall thickness of the side wall portion 2221b1 gradually decreases within a 90° range on both sides, so that the wall thickness of the first bushing 2221b gradually increases within half of the range facing the third link 223 with plane M2 as the dividing point, while the wall thickness of the first bushing 2221b remains unchanged at half of the position facing away from the third link 223. This is beneficial to reduce weight as much as possible while improving structural strength.

[0146] Optionally, the wall thickness of the side wall portion 2221b1 is increased by approximately 1mm-2mm compared to the wall thickness at other locations. This increase in wall thickness of the side wall portion 2221b1 takes into account structural strength, stress, and the weight of the second connecting rod 222, thereby improving structural strength and helping to maintain the lightweight design of the second connecting rod 222.

[0147] like Figure 14 and Figure 15 The third link 223 includes a third body 2231, a third connecting shaft 2232, and a fourth connecting shaft 2233. The third connecting shaft 2232 passes through the third body 2231 and is rotatably connected to the second body 2121 of the mounting base 210. The fourth connecting shaft 2233 passes through the third body 2231 and is rotatably connected to the second mounting part 2214, thereby realizing the installation of the third link 223.

[0148] The third body 2231 is provided with a second weight reduction groove 2235, which is located on the side of the third body 2231 away from the first connecting rod 221, thereby achieving weight reduction of the third body 2231.

[0149] Furthermore, the third link 223 also includes a third reinforcing rib 2234, which is disposed in the third weight-reducing groove along the extension direction of the third body 2231. Since the third weight-reducing groove is located on the side of the third body 2231 opposite to the first link 221, when the pedal 300 is in the unfolded state, the third body 2231 is subjected to tensile stress on this side, resulting in stress concentration. By providing the third reinforcing rib 2234, the structural strength of the third link 223 can be improved while reducing the weight in the third weight-reducing groove, so as to match the stress when the pedal 300 is in the unfolded position.

[0150] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0151] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A pedal device for mounting on the body of a vehicle, characterized in that, The pedal device includes a drive unit (100), an adjustment mechanism (200), and a pedal (300). The pedal (300) is connected to the adjustment mechanism (200). The adjustment mechanism (200) consists of at least two sets, which are spaced apart along the length of the vehicle. At least one set of the adjustment mechanism (200) is an active adjustment mechanism, and at least one set of the adjustment mechanism (200) is a passive adjustment mechanism. Both the passive adjustment mechanism and the active adjustment mechanism include: Mounting bracket (210) is configured for connection to the vehicle body; The linkage assembly (220) is rotatably mounted on the mounting base (210). The linkage assembly (220) of the active adjustment mechanism is connected to the output end of the drive member (100). The drive member (100) drives the pedal (300) to switch between the extended and retracted positions through the active adjustment mechanism. The active adjustment mechanism further includes: The lifting seat (230) is connected to the mounting seat (210) of the active adjustment mechanism; When the vehicle is lifted by an external lifting mechanism, the lifting seat (230) and the linkage assembly (220) of the active adjustment mechanism are configured to abut against the lifting mechanism sequentially, and the linkage assembly (220) of the driven adjustment mechanism is configured to abut against the lifting mechanism.

2. The pedal device according to claim 1, characterized in that, The linkage assembly (220) of the driven adjustment mechanism and the lifting seat (230) of the active adjustment mechanism are configured to synchronously abut with the lifting mechanism; And / or, in the longitudinal direction of the vehicle, the active adjustment mechanism is located near the rear of the vehicle body; And / or, in the longitudinal direction of the vehicle, the drive member (100) is disposed on the side of the mounting base (210) of the active adjustment mechanism near the rear of the vehicle body.

3. The pedal device according to claim 1, characterized in that, The link assembly (220) includes: A first link (221) is connected to the pedal (300), and the first link (221) is configured to abut against the lifting mechanism; The second link (222) is rotatably connected to the first link (221) and the mounting base (210). The second link (222) of the active adjustment mechanism is also connected to the output end of the drive member (100). And a third link (223), which is rotatably connected to the first link (221), and the third link (223) is rotatably connected to the mounting base (210).

4. The pedal device according to claim 3, characterized in that, The second link (222) includes: First ontology (2221); The first connecting shaft (2222) is inserted into the first body (2221). The first body (2221) is rotatably connected to the mounting base (210) through the first connecting shaft (2222). The first connecting shaft (2222) of the active adjustment mechanism is also connected to the output end of the drive member (100). And a second connecting shaft (2223) is inserted through the first body (2221), and the first body (2221) is rotatably connected to the first connecting rod (221) through the second connecting shaft (2223); In the active adjustment mechanism, along the extension direction of the first body (2221), the thickness of the first body (2221) near the middle position is greater than the thickness of the first body (2221) near both ends.

5. The pedal device according to claim 4, characterized in that, The first body (2221) is provided with a first weight reduction groove (2221a), which is located on the side of the first body (2221) away from the third connecting rod (223).

6. The pedal device according to claim 5, characterized in that, On the first body (2221) of the active adjustment mechanism, the first weight reduction groove (2221a) is disposed close to the second connecting shaft (2223); And / or, on the first body (2221) of the active adjustment mechanism, the length of the first weight reduction groove (2221a) along the extension direction of the first body (2221) is greater than half the length of the first body (2221) in its extension direction; And / or, on the first body (2221) of the active adjustment mechanism, in a local area near the second connecting shaft (2223), the depth of the first weight reduction groove (2221a) gradually decreases in the direction near the second connecting shaft (2223); And / or, on the first body (2221) of the driven adjustment mechanism, the first weight reduction groove (2221a) is disposed close to the first connecting shaft (2222); And / or, on the first body (2221) of the driven adjustment mechanism, the length of the first weight reduction groove (2221a) along the extension direction of the first body (2221) is less than half the length of the first body (2221) in its extension direction; And / or, on the first body (2221) of the driven adjustment mechanism, the depth of the first weight reduction groove (2221a) gradually decreases in the direction away from the first connecting shaft (2222).

7. The pedal device according to any one of claims 1-6, characterized in that, The lifting seat (230) includes: The first connecting part (231) is connected to the mounting base (210) of the active adjustment mechanism; The lifting part (232) is connected to the side of the first connecting part (231) facing the driving surface. The lifting part (232) is provided with a first lifting surface (2321) facing the driving surface. When the pedal (300) is in the retracted position, the first lifting surface (2321) protrudes from the linkage assembly (220) and is used to contact the lifting mechanism.

8. The pedal device according to any one of claims 1-6, characterized in that, The linkage assembly (220) has a second lifting surface (2211) on the side facing the vehicle's driving surface, and the second lifting surface (2211) is used to abut against the lifting mechanism; When the vehicle body is lifted, the linkage assembly (220) abuts against the mounting base (210).

9. The pedal device according to claim 8, characterized in that, The mounting base (210) includes: The first mounting part (211) is configured to connect to the link assembly (220); And a support part (212) connected to the first mounting part (211), the support part (212) is at least two sets, the at least two sets of the support parts (212) are arranged parallel to the length direction of the vehicle, when the lifting mechanism abuts against the second lifting surface to lift the vehicle body, the linkage assembly (220) abuts against the support part (212), the support part (212) is configured to abut against the linkage assembly (220).

10. The pedal device according to claim 9, characterized in that, The support portion (212) includes: Second body (2121); A support boss (2122) is provided on the side of the second body (2121) facing the driving surface, and the support boss (2122) is configured to abut against the link assembly (220).

11. The pedal device according to claim 10, characterized in that, The supporting bosses (2122) are in multiple sets. When the lifting mechanism abuts against the second lifting surface (2211) to lift the vehicle body: Multiple sets of the support bosses (2122) are synchronously engaged with the connecting rod assembly (220); And / or, along the direction away from the pedal (300), the distance between the multiple sets of support bosses (2122) and the link assembly (220) on the side opposite to the second body (2121) gradually increases.

12. A vehicle, characterized in that, include: Vehicle body; And the pedal device as described in any one of claims 1-11, wherein the pedal device is disposed on the side of the vehicle body along the width direction of the vehicle.

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