Automatic blocking car main driver double-pedal braking and forced fuel cut-off system

Abstract

The application discloses an automatic gear automobile main driver double-pedal braking and forced fuel cut-off system and a control method thereof, which comprises a left brake pedal arranged on the left side of the main driver, a right brake pedal reserved in the original position, a brake input mechanism in transmission connection with the two pedals, and a brake linkage power cut-off unit arranged in association with the two pedals; the control method comprises the following steps: detecting the stepping state of the two brake pedals in real time, generating a power cut-off instruction when the signal of any one side pedal exceeds a power cut-off triggering threshold, and synchronously generating a brake control instruction to drive a vehicle brake execution unit to output a braking force; when the two sides are stepped at the same time, the maximum braking force output is limited to not exceed the upper limit of the system design; and the power output is restored after the pedals are released. When any one side brake pedal is stepped, the braking force is output and the vehicle power output is synchronously forced to be cut off, so that braking redundancy and power interlocking are realized, and the system covers fuel vehicles, pure electric vehicles and hybrid vehicles, and is suitable for various passenger vehicles.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking technology, specifically to a dual brake pedal braking input and forced fuel cut-off system for the driver's seat of a civilian automatic passenger vehicle. This system can be integrated into the front bulkhead and floor assembly structure of an automatic transmission vehicle and is applicable to fuel vehicles, pure electric vehicles, and hybrid vehicles. This invention also relates to a braking and power cut-off linkage control method for the above system. Background Technology

[0002] Automatic transmission cars retain the pedal layout logic of the manual transmission era, with the brake pedal in the center and the accelerator pedal on the right, leaving the left foot in an idle position in automatic models. This layout stems from the historical need for the left foot to control the clutch pedal in manual transmission vehicles, but it is no longer necessary in automatic models and brings the following technical problems:

[0003] I. Accidents Caused by Accidental Accelerator Pedal Pressing are Frequent. In the current layout, the right foot must simultaneously operate both the accelerator and brake pedals. In emergencies, drivers are highly likely to mistake the accelerator pedal for the brake and press it down excessively. According to publicly available road traffic statistics, accidental pedal pressing is a significant cause of road traffic accidents, particularly among novice drivers and during low-speed parking and U-turns. Furthermore, because drivers instinctively press the pedals deeply, the impact is often forceful and the consequences severe.

[0004] Second, the pedal switching efficiency is low and the risk of braking lag is high. The existing brake pedal is positioned higher than the accelerator pedal, requiring the right foot to perform a complex action of lifting, lateral movement, and pressing down when switching from the accelerator to the brake pedal, which is time-consuming. In emergency situations, this switching action is prone to failure or braking lag. In high-speed scenarios, this delay significantly increases the risk of accidents and directly affects the success rate of braking and hazard avoidance.

[0005] III. Driving Fatigue and Occupational Injuries. During routine protective driving, the right foot needs to frequently switch between the accelerator and brake pedals, with many of these switching actions being ineffective predictive maneuvers. Prolonged, high-frequency switching leads to soreness and swelling in the right foot, which can cause occupational injuries such as plantar fasciitis, Achilles tendon strain, and chronic leg muscle strain.

[0006] Fourth, the habit of braking with the left foot is not adapted. In actual road scenarios, there are many drivers who still have the habit of using their left foot to brake. However, the existing centrally located brake pedal does not conform to the ergonomic posture of the left foot. The operation posture is awkward, and it is difficult to control the pedal travel and force. In emergency situations, it is easy to cause problems such as not pressing the pedal properly, deviating and accidentally hitting surrounding parts, which will increase the safety risk of braking failure.

[0007] Currently, the pedal layout of civilian automatic transmission passenger vehicles adopts a standard scheme of a single brake pedal and right-foot operation. This layout is generally regarded as the standard safety operating procedure in the industry, and there is no technical solution that applies dual brake pedals on the driver's side as a factory standard feature to civilian automatic transmission passenger vehicles.

[0008] To address the above problems, existing technologies offer three distinct technical solutions, but all have limitations:

[0009] (1) Independent brake pedal for left foot. This type of solution is only found in the passenger side brake of training vehicles, special operation vehicles, vehicles modified for the disabled and aftermarket accessories, and is not found in the original factory driver's seat standard configuration of civilian automatic passenger cars.

[0010] (2) Dual-pedal brake input structure. This type of structure is generally used in the dual-input synchronous scenario of "driver's brake + passenger's coach brake", or the dual-brake pedal scenario of construction machinery. It has never been applied to the scenario of independent brake input of the left and right pedals of the driver's side in civilian automatic passenger vehicles, nor has it been combined with the forced power cut-off function to form a systematic safety scheme.

[0011] (3) Braking priority power cut-off scheme. The braking priority logic in existing mass-produced vehicles and related patents only supports the right brake pedal of the original vehicle to trigger power cut-off, and does not include the left brake pedal as a power cut-off trigger source, so it is impossible to achieve full-domain power cut-off interlock of dual pedals. Moreover, most existing power cut-off schemes only target the throttle / injector cut-off of fuel vehicles, and do not cover the motor drive cut-off of pure electric vehicles and the power coordination cut-off of hybrid systems.

[0012] At the level of control methods, existing vehicle braking systems still have the following common defects: the existing braking priority logic only supports triggering by the original single brake pedal and lacks a full-domain linkage control method for the driver's dual brake pedal layout; in the dual-side braking input scenario, there is a lack of a protection mechanism to limit the maximum braking force output when both sides are pressed at the same time.

[0013] In summary, no existing technology has ever presented a combined solution of "independent braking input for both left and right brake pedals in the driver's seat + full-range power cut-off interlock". All three types of technologies are single-module applications, lacking a complete solution that systematically integrates features such as left foot brake pedal, independent braking input for both pedals, full-range forced power cut-off, segmented damping feedback, pedal self-locking / hiding, dual-circuit braking redundancy, and original factory front-mounted integration. There is also a lack of a corresponding braking and power cut-off linkage control method. Summary of the Invention

[0014] The technical problem to be solved by the present invention

[0015] At the hardware structure level, this invention addresses the shortcomings of existing automatic transmission vehicle pedal layouts, such as the high incidence of accidental accelerator pedal presses, large pedal switching delays, right-foot driving fatigue and occupational injuries, and lack of adaptation to left-foot braking habits. It provides an automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system. By adding a brake pedal on the left side of the driver's side and cooperating with the original right-side brake pedal, the brake input mechanism ensures that the braking system outputs braking force when either side is pressed. In conjunction with any braking, a brake linkage power cut-off unit is triggered to forcibly cut off the vehicle's power output. This eliminates pedal switching delays and the risk of power braking collisions from the root of the operating architecture. It is also compatible with both traditional right-foot and left-foot braking operating modes and is applicable to fuel vehicles, pure electric vehicles, and hybrid vehicles.

[0016] At the control method level, this invention addresses the shortcomings of existing braking priority logic, such as only supporting single brake pedal triggering and lacking a maximum braking force output limit protection mechanism in dual-side braking input scenarios. It provides a braking and power cut-off linkage control method for the above system, realizing the synchronous execution of power cut-off and braking force output when either brake pedal is triggered, as well as the maximum braking force output limit when both pedals are pressed simultaneously.

[0017] Technical solution of the present invention

[0018] Part 1: System Product Technical Solution

[0019] An automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system includes a vehicle braking actuator and a brake pedal located on the right side of the driver's side, and further includes:

[0020] The brake pedal on the left side of the driver's seat is located in an automatic transmission car, corresponding to the installation position of the clutch pedal in a manual transmission car.

[0021] The brake input mechanism is connected to the left brake pedal and the right brake pedal of the driver's seat respectively, so that when either brake pedal is pressed on one side or both brake pedals are pressed on both sides at the same time, the braking system outputs braking force and the magnitude of the braking force is consistent with the braking response. No braking force overload occurs when both sides are pressed on at the same time.

[0022] The brake linkage power cut-off unit is associated with the left brake pedal and the right brake pedal of the driver's side, respectively. It can respond to the pressing action of the brake pedals on both sides. When either brake pedal is pressed, the brake linkage power cut-off unit forcibly cuts off the vehicle's power output, rendering the acceleration operation of the accelerator pedal ineffective and forcibly cutting off the vehicle's power output.

[0023] The braking input mechanism can be implemented in various ways, such as mechanical linkage, hydraulic parallel, multi-cylinder, or electronic drive-by-wire. Specifically, the mechanical linkage type uses a connecting crossbar to synchronize the movement of both pedals and drive the vehicle's braking actuator; the hydraulic parallel type uses two independent auxiliary cylinders connected in parallel to drive the same master brake cylinder, so the other pedal moves asynchronously when one is depressed; the multi-cylinder type uses two independent master brake cylinders connected in parallel via a manifold valve to output to the brake line, achieving completely independent braking input; and the electronic drive-by-wire type uses a pedal travel sensor and a brake controller to drive the electronic actuator to output braking force, with independent processing of signals from both pedals.

[0024] The vehicle braking actuator is the output device that performs braking force in the braking system. Its specific forms include, but are not limited to, a brake master cylinder, an electronically controlled actuator, an electronic brake booster, an ESP / ESC hydraulic pump, or an electromechanical integrated brake caliper. In mechanical linkage and hydraulic parallel systems, the vehicle braking actuator is usually a brake master cylinder; in electronic drive-by-wire systems, the vehicle braking actuator may not have a traditional mechanical brake master cylinder, and the electronically controlled actuator can directly build pressure to drive the brake.

[0025] In a preferred embodiment, the left brake pedal and the right brake pedal of the driver's side each independently transmit braking force to the vehicle braking actuator. When one side is pressed, the other side pedal moves asynchronously, thus achieving independent braking input from both sides.

[0026] The braking-linked power cut-off unit can be implemented in various ways, such as mechanical or electrical signal control. The mechanical type cuts off power by physically blocking the power transmission path or the power control signal path; the electrical signal control type uses an electronic control unit to control the power cut-off actuator to perform at least one of the following operations: closing the throttle opening to zero and cutting off the fuel injector drive signal (applicable to gasoline vehicles), cutting off the motor drive output signal (applicable to pure electric vehicles), and cutting off the combined output of the engine and motor in a hybrid system (applicable to hybrid vehicles). The power cut-off trigger threshold is set to the end position of the initial free travel of the brake pedal, achieving synchronous linkage between braking and power cut-off.

[0027] The driver's left brake pedal is equipped with a segmented damping mechanism, with at least two damping steps within the effective braking stroke of the pedal. This allows the driver to perceive the braking intensity through tactile segmented damping, achieving the target braking angle without precisely controlling the pedal force.

[0028] The driver's left brake pedal is equipped with a self-locking or hiding device, which can flip, fold, extend and store the pedal, or electromagnetically lock it in a non-working position, so that drivers who are used to right-foot braking can rest their left foot on the retracted pedal surface or the floor area.

[0029] The installation position, pedal surface angle, and pedal travel of the left brake pedal on the driver's side are set according to the ergonomic parameters of the human left foot operation, and maintain an appropriate distance from the right brake pedal so that the driver's left foot and right foot operate the corresponding pedals without interfering with each other.

[0030] The brake pedal on the right side of the driver's seat retains the original installation position and pedal travel of the brake pedal in automatic transmission vehicles, so drivers who are accustomed to operating the brake pedal with their right foot can continue to use the original operating method.

[0031] The braking input mechanism is equipped with an overload protection unit, which automatically unloads excess hydraulic pressure or limits the upper limit of the electronic control command output when both sides are stepped on simultaneously.

[0032] The system also includes a pedal switch that can selectively enable or disable the driver's left brake pedal.

[0033] The output of the vehicle braking actuator is connected to a dual-circuit braking redundancy structure, forming a diagonally distributed dual-circuit braking system. This system can be integrated as a standard configuration into the vehicle's front bulkhead and floor assembly.

[0034] The left brake pedal and the right brake pedal of the driver's side form a redundant brake input through the brake input mechanism. When one brake pedal or its corresponding transmission component fails, the other brake pedal can still independently drive the braking system to complete the braking operation.

[0035] The system is applicable to fuel vehicles, pure electric vehicles and hybrid passenger vehicles. The braking linkage power cut-off unit cuts off the engine fuel supply, motor drive output or engine and motor coordinated power output according to the vehicle power type.

[0036] Part Two: Control Methods and Technical Solutions

[0037] This invention also provides a control method for a driver's side dual-pedal braking and forced fuel cut-off system in an automatic transmission vehicle. The system includes a driver's side left brake pedal, a driver's side right brake pedal, a brake input mechanism, a brake linkage power cut-off unit, and a vehicle brake execution unit. The control method includes the following steps:

[0038] S1: Real-time detection of the pedal position of the left and right brake pedals of the driver's side, and acquisition of pedal travel signal and / or pedal pressure signal;

[0039] S2: Determine whether the pedal pressure signal on either side exceeds the power cut-off trigger threshold. If yes, proceed to step S3; otherwise, return to step S1.

[0040] S3: Generate a power cut-off command and execute the corresponding cut-off operation according to the vehicle's power type: For gasoline vehicles, close the throttle opening to zero and cut off the fuel injector drive signal; for pure electric vehicles, cut off the motor drive output signal; for hybrid vehicles, cut off the combined output of the engine and motor of the hybrid system.

[0041] S4: Synchronously generate braking control commands to drive the vehicle braking actuator to output braking force;

[0042] S5: Determine whether a signal of simultaneous depressing of both brake pedals is detected. If so, limit the maximum braking force output to not exceed the system design limit. Otherwise, generate a braking control command based on a single-side depressing signal.

[0043] S6: When the brake pedal is released, it restores the normal function of vehicle power output.

[0044] The above control process can be implemented in software within the brake controller or electronic control unit, and is applicable to various brake input mechanism schemes, including mechanical linkage, hydraulic parallel, multi-cylinder, and electronic drive-by-wire systems. In the electronic drive-by-wire scheme, the brake control logic and power cut-off logic can be integrated within the same controller; in mechanical or hydraulic schemes, power cut-off can be triggered by a separate electronic control unit based on pedal sensor signals.

[0045] Beneficial effects of the present invention

[0046] All of the above-mentioned technical effects can only be achieved through the organic combination of the left-side brake pedal layout, the dual-pedal brake input architecture, and the full-range power cut-off. Those skilled in the art cannot obtain the technical inspiration of this solution or expect the above-mentioned synergistic technical effects by simply superimposing the existing three single-module technologies.

[0047] This invention achieves synergistic technical effects that cannot be achieved by any single module by systematically combining the driver's left brake pedal, dual-pedal brake input mechanism, and brake linkage power cut-off unit, and supplementing them with features such as segmented damping feedback, pedal self-locking / hiding, dual-circuit brake redundancy, and original factory front-mounted integration.

[0048] (1) Eliminating pedal switching delay. By adding a left-side brake pedal and making both pedals independently transmit braking force to the vehicle's braking actuator, the driver can form an operating mode of "left foot dedicated to braking, right foot dedicated to acceleration." The left foot is always ready to brake, eliminating the need to switch between the accelerator and brake pedals and thus eliminating pedal switching time. This effect is the result of the combined effect of the left-side pedal layout and independent braking input. When there is only a left-side pedal and the mechanical linkage between the pedals is synchronized, pressing the left pedal will drive the right pedal to move, interfering with the right foot's acceleration operation, making it impossible to achieve true dual-foot division of labor. Only when both pedals have independent braking input can the left foot braking and the right foot acceleration be operated simultaneously without interference, fundamentally eliminating the risk of braking lag caused by failed switching actions.

[0049] (2) Reduce the probability of accidentally pressing the accelerator pedal from the root of the operational logic. In the dual-foot division of labor mode, the left foot is dedicated to braking and the right foot is dedicated to acceleration. The two feet perform their respective functions without overlapping, eliminating the possibility of the right foot misjudging between the accelerator and brake pedals. At the same time, the braking linkage power cut-off unit ensures that the vehicle's power output is immediately cut off when either brake pedal is triggered. Even if the driver presses both the brake and accelerator pedals at the same time in a panic, the accelerator pedal will not output power. The above effects require the cooperation of "dual-foot division of labor layout" and "full-domain power cut-off interlock" to achieve. The dual-foot division of labor eliminates the root cause of accidental pressing, while the full-domain power cut-off interlock serves as the last line of defense. Only by combining the two can the problems of braking lag and accidental acceleration be solved at the root.

[0050] (3) Relieves right-foot driving fatigue and occupational injuries. In the dual-foot division of labor mode, the right foot only needs to control the accelerator pedal, eliminating the need for frequent switching and switching operations, effectively relieving driving occupational injuries such as right-foot soreness, plantar fasciitis, and Achilles tendon strain. This effect relies on the premise that the independent brake input mechanism ensures that the left-foot braking operation does not interfere with the right-foot acceleration operation.

[0051] (4) Segmented damping lowers the threshold for operational precision. The left brake pedal is equipped with a segmented damping mechanism, forming at least two tangible damping steps within the effective braking stroke. The driver can judge the current braking intensity level by feeling the pedal, and can reach the target braking angle without precisely controlling the pedal force. This feature is particularly beneficial for novice left-foot brake users to quickly establish braking force perception, shorten the adaptation period, and reduce the risk of insufficient braking or excessive braking due to improper force control.

[0052] (5) Self-locking / concealing device improves compatibility and comfort. Drivers who are accustomed to right-foot braking can use the self-locking or concealing device to retract or lock the left brake pedal, resting their left foot on the retracted pedal surface or floor area to avoid accidentally triggering the left brake pedal. This feature allows the system to be compatible with both left-foot and right-foot braking users, eliminating concerns about whether dual pedals interfere with right-foot braking users and reducing resistance to promotion.

[0053] (6) Enhanced safety through brake operation redundancy. The left and right brake pedals form redundant brake input through the brake input mechanism. If one pedal or its corresponding transmission component fails, the other pedal can still independently complete the braking operation. The dual-circuit brake redundancy structure further ensures that braking performance is maintained even if a single circuit of the hydraulic system fails, achieving "pedal-level + circuit-level" dual brake redundancy. This effect requires each of the two pedals to independently drive the braking system—if the two pedals are connected by a single mechanical linkage mechanism, the linkage mechanism itself becomes a single point of failure and cannot provide pedal-level redundancy. This redundancy is designed for failure scenarios of a single pedal and its dedicated transmission component. The common output of the brake input mechanism and the brake execution unit are still shared components of the system.

[0054] (7) Compatible with two operating modes, with no mandatory operating threshold. The right brake pedal retains its original position and travel, allowing drivers accustomed to traditional operation to continue using the right-foot braking mode. The left brake pedal provides an adaptation solution for drivers accustomed to left-foot braking. The two modes can be freely selected without forcing a change in driving habits, reducing resistance to promotion.

[0055] (8) Full-domain power cut-off covers all power types. The brake linkage power cut-off unit covers fuel vehicles (throttle / injector cut-off), pure electric vehicles (motor drive cut-off), and hybrid vehicles (engine and motor coordinated cut-off). It is applicable to all current civilian automatic transmission passenger vehicle power types and is not limited by the power system technology route.

[0056] (9) Original factory integration ensures large-scale installation. The system can be integrated into the front bulkhead and floor assembly structure of the vehicle as a standard configuration at the factory, and large-scale installation can be achieved through vehicle type approval testing and announcement application process.

[0057] At the level of control methods, the present invention also produces the following technical effects:

[0058] (10) Braking and power cut-off are triggered synchronously to avoid power and braking collision. The power cut-off command generated in step S3 is generated synchronously with the braking control command generated in step S4. When the brake pedal on either side is triggered, the power output cut-off and the braking force output of the vehicle are executed synchronously to avoid power and braking collision caused by power still being output during braking.

[0059] (11) Dual-side pedal pressure limiting ensures braking safety. Step S5 limits the maximum braking force output to no more than the system design limit when a signal of simultaneous pedal depressing on both sides is detected, thus ensuring the safety of the braking system under the condition of simultaneous pedal depressing on both sides.

[0060] The aforementioned beneficial effects are the synergistic effect of multiple features combined, such as the left-side brake pedal layout, independent dual-pedal brake input, full-range forced power cut-off, segmented damping feedback, pedal self-locking / hiding, dual-circuit redundancy, and original factory integration. These effects cannot be achieved by existing scattered technical solutions on their own. Attached Figure Description

[0061] Figure 1 This is a schematic diagram of the overall structural layout of the system of the present invention;

[0062] Figure 2 This is a schematic diagram of the mechanical linkage brake input mechanism according to Embodiment 1 of the present invention;

[0063] Figure 3 This is a schematic diagram of the hydraulic parallel braking input mechanism according to Embodiment 2 of the present invention;

[0064] Figure 4 This is a control logic block diagram of the electronic brake-by-wire input mechanism according to Embodiment 3 of the present invention;

[0065] Figure 5 This is a schematic diagram of the multi-cylinder brake input mechanism according to Embodiment 4 of the present invention;

[0066] Figure 6 This is a schematic diagram of the mechanical structure of the braking linkage power cutting unit of the present invention;

[0067] Figure 7 This is a control logic block diagram of the electrical signal control type of the braking linkage power cut-off unit of the present invention;

[0068] Figure 8 This is a schematic diagram of the segmented damping mechanism of the present invention;

[0069] Figure 9 This is a schematic diagram of the structure of the self-locking or concealing device of the present invention;

[0070] Figure 10 This is a schematic diagram of the loop distribution of the dual-loop braking redundancy structure of the present invention;

[0071] Figure 11 This is a flowchart of the braking and power cut-off linkage control of the present invention. Detailed Implementation

[0072] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0073] Example 1: Mechanical Linkage Braking Input Scheme

[0074] like Figure 1 and Figure 2 As shown, the automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system of this embodiment includes a driver's side left brake pedal [1], a driver's side right brake pedal [2], a mechanical linkage brake input mechanism [3], a brake linkage power cut-off unit [4], a brake master cylinder [5], and a dual-circuit brake redundancy structure [6].

[0075] The driver's side left brake pedal [1] is located on the left side of the driver's seat in an automatic transmission vehicle, corresponding to the original installation position of the clutch pedal in a manual transmission vehicle. It includes a left pedal arm

[11] , a left pedal surface

[12] , and a left pedal pivot

[13] . The upper end of the left pedal arm

[11] is rotatably supported on the front bulkhead mounting bracket

[14] via the left pedal pivot

[13] . The left pedal surface

[12] is fixed to the lower end of the left pedal arm

[11] . The center point of the left pedal surface

[12] is located approximately 120 mm to the left of the longitudinal center line of the driver's seat. The angle between the pedal surface and the horizontal plane is approximately 35 degrees, and the effective pedal travel is approximately 80 mm.

[0076] The driver's right brake pedal [2] is located at the original brake pedal position on the right side of the driver's seat of an automatic transmission vehicle. It includes a right pedal arm

[21] , a right pedal surface

[22] , and a right pedal pivot

[23] . Its structure is consistent with the original brake pedal of an automatic transmission vehicle, and its installation position and pedal travel remain unchanged. The horizontal distance between the left brake pedal [1] and the right brake pedal [2] is approximately 350mm, so that the driver's left foot and right foot do not interfere with each other when operating the corresponding pedals respectively.

[0077] The mechanical linkage brake input mechanism [3] includes a connecting crossbar

[31] , a left connecting arm

[32] , and a right connecting arm

[33] . One end of the left connecting arm

[32] is hinged to the middle of the left pedal arm

[11] , and the other end is hinged to the left end of the connecting crossbar

[31] . One end of the right connecting arm

[33] is hinged to the middle of the right pedal arm

[21] , and the other end is hinged to the right end of the connecting crossbar

[31] . The connecting crossbar

[31] is rotatably supported on a vehicle body fixed bracket

[34] , and the fulcrum of the fixed bracket

[34] is centrally located to ensure that the transmission ratios on both sides are consistent. When the driver depresses the left brake pedal [1], the left pedal arm

[11] rotates around the left pedal pivot

[13] , pushing the connecting crossbar

[31] to rotate via the left linkage arm

[32] . The connecting crossbar

[31] then drives the right pedal arm

[21] to move synchronously via the right linkage arm

[33] , transmitting the braking force to the master cylinder [5]. Conversely, depressing the right brake pedal [2] also drives the master cylinder [5] via the linkage mechanism. When both pedals are depressed simultaneously, the braking force is superimposed and transmitted to the master cylinder [5], and the braking effect is the same as when depressing one pedal.

[0078] It should be noted that in the mechanical linkage scheme, the two pedals move synchronously through a connecting crossbar, which is a basic implementation of the braking input mechanism of this invention. In the preferred embodiment, each of the two pedals independently transmits braking force to the vehicle braking actuator, and the other pedal moves asynchronously when one side is depressed, as described in Embodiments 2, 3, and 4 below.

[0079] The braking linkage power cut-off unit [4] adopts a mechanical structure, such as Figure 6 As shown, it includes a left travel switch

[41] , a right travel switch

[42] , and a mechanical power cut-off actuator

[43] . The left travel switch

[41] is located on the travel path of the left brake pedal [1] and is installed below the left pedal arm

[11] . The right travel switch

[42] is located on the travel path of the right brake pedal [2] and is installed below the right pedal arm

[21] . When either brake pedal is depressed beyond its free travel and enters the effective braking travel, the pedal arm triggers the corresponding travel switch, and the mechanical power cut-off actuator

[43] physically blocks the power transmission path or the power control signal path under the drive of the travel switch. Specifically, the mechanical power cut-off actuator

[43] is a baffle mechanism. When the travel switch is triggered, the baffle inserts into the connection path between the throttle lever and the accelerator pedal (fuel vehicle), or cuts off the enable signal path of the motor drive controller (pure electric vehicle), or simultaneously blocks the engine throttle lever and the motor drive signal path (hybrid vehicle), so that the accelerator pedal depressing operation cannot be transmitted to the power output actuator, thereby achieving forced power cut-off. When the brake pedal is released, the return spring returns the retaining plate to its original position, and the power output returns to normal.

[0080] The output end of the master cylinder [5] is connected to a dual-circuit brake redundancy structure [6], such as... Figure 10 As shown, it includes a first braking circuit

[61] and a second braking circuit

[62] . The first braking circuit

[61] acts on the brakes of the left front wheel and the right rear wheel of the vehicle, and the second braking circuit

[62] acts on the brakes of the right front wheel and the left rear wheel of the vehicle, forming a diagonally distributed dual-circuit structure. When one of the braking circuits leaks or fails, the other braking circuit can still independently provide braking force.

[0081] In the mechanical linkage scheme, overload protection can be achieved through the pressure limiting overflow structure built into the brake master cylinder [5]. When both sides are stepped on at the same time, the maximum output pressure is limited to the system design value, ensuring stable braking force output.

[0082] The entire system can be integrated as a standard configuration of the vehicle into the mounting structure of the front bulkhead and floor assembly of the automatic transmission vehicle. The mounting bracket

[14] of the left brake pedal [1] is integrally welded to the front bulkhead, and the fixing bracket

[34] of the connecting crossbar

[31] is bolted to the floor longitudinal beam.

[0083] In this embodiment, the execution method of the braking and power cut-off linkage control process is as follows: the left limit switch

[41] and the right limit switch

[42] detect the pedaling status of both brake pedals in real time (step S1); when either brake pedal is pressed to the point of exceeding the free travel and entering the effective braking travel, the corresponding limit switch is triggered, that is, the pedaling signal exceeds the power cut-off trigger threshold (step S2); the mechanical power cut-off actuator

[43] physically blocks the power transmission path or power control signal path under the drive of the limit switch, thereby realizing forced power cut-off (step S3); the pedal pressing force is simultaneously transmitted to the brake master cylinder [5] through the connecting crossbar

[31] to output braking force (step S4); when both sides are pressed at the same time, the pressure limiting overflow structure built into the brake master cylinder [5] limits the maximum output pressure to not exceed the system design value (step S5); after the brake pedal is released, the return spring causes the baffle to return to its original position, and the power output returns to normal function (step S6).

[0084] Example 2: Hydraulic Parallel Braking Input Scheme

[0085] like Figure 3 As shown, the difference between this embodiment and Embodiment 1 is that the brake input mechanism adopts a hydraulic parallel structure. The hydraulic parallel brake input mechanism [3'] includes a left hydraulic branch

[35] and a right hydraulic branch

[36] .

[0086] One end of the left hydraulic branch

[35] is connected to the first auxiliary cylinder

[37] driven by the driver's left brake pedal [1], and the other end is connected to the input end of the master brake cylinder [5]. The first auxiliary cylinder

[37] is installed at the end of the push rod of the left pedal arm

[11] . When the left brake pedal [1] is pressed, the left pedal arm

[11] pushes the piston of the first auxiliary cylinder

[37] to generate hydraulic output.

[0087] One end of the right hydraulic branch

[36] is connected to the second auxiliary cylinder

[38] driven by the driver's right brake pedal [2], and the other end is connected to the same input end of the master brake cylinder [5]. The second auxiliary cylinder

[38] is mounted at the end of the push rod of the right pedal arm

[21] . When the right brake pedal [2] is pressed, the right pedal arm

[21] pushes the piston of the second auxiliary cylinder

[38] to generate hydraulic output.

[0088] The left hydraulic branch

[35] and the right hydraulic branch

[36] are connected in parallel at the input end of the master cylinder [5] and jointly drive the main piston of the master cylinder [5]. When one side is pressed, the hydraulic pressure generated by the auxiliary cylinder on that side pushes the master cylinder [5] to output brake fluid, while the pedal and auxiliary cylinder on the other side move asynchronously; when both sides are pressed at the same time, the hydraulic pressure of the auxiliary cylinders on both sides is superimposed to push the master cylinder [5], and the output braking force is the same as that of the single-side pressing. When one side pedal or its auxiliary cylinder fails, the auxiliary cylinder on the other side can still independently drive the master cylinder [5] to complete the braking operation.

[0089] In this embodiment, the braking linkage power cut-off unit [4] can adopt an electrical signal control structure, such as Figure 7 As shown, the system includes a left pedal pressure sensor

[44] , a right pedal pressure sensor

[45] , an electronic control unit

[46] , and a power cut-off actuator

[47] . The left pedal pressure sensor

[44] is installed below the pedal surface of the left brake pedal [1] to detect the left foot's pedal pressure signal. The right pedal pressure sensor

[45] is installed below the pedal surface of the right brake pedal [2] to detect the right foot's pedal pressure signal. The electronic control unit

[46] receives pressure signals from both sides. When the pressure signal on either side exceeds a preset threshold, it controls the power cut-off actuator

[47] to perform at least one of the following operations: closing the throttle opening to zero and cutting off the fuel injector drive signal (applicable to fuel vehicles), cutting off the motor drive output signal (applicable to pure electric vehicles), or cutting off the engine and motor co-output of the hybrid system (applicable to hybrid models), thereby forcibly cutting off the vehicle's power output. The power cut-off trigger threshold is set to the pressure value corresponding to the end position of the initial free travel of the brake pedal to ensure that braking and power cut-off are synchronized.

[0090] An overload protection unit (not shown in the figure) is installed in the brake input mechanism. When both brake pedals are pressed at the same time, the overload protection unit automatically unloads the excess hydraulic pressure to ensure that the braking force output does not exceed the system design maximum value.

[0091] The remaining structures, including the dual-circuit braking redundancy structure [6], are the same as in Example 1 and will not be described again.

[0092] In this embodiment, the execution method of the braking and power cut-off linkage control process is as follows: the left pedal pressure sensor

[44] and the right pedal pressure sensor

[45] detect the pedal pressure signals of both brake pedals in real time (step S1); the electronic control unit

[46] determines whether the pressure signal on either side exceeds the preset threshold, i.e. the power cut-off trigger threshold (step S2); when the preset threshold is exceeded, the electronic control unit

[46] controls the power cut-off actuator

[47] to perform the corresponding cut-off operation according to the vehicle power type (step S3); the hydraulic pressure generated by the auxiliary cylinder on that side simultaneously pushes the master brake cylinder [5] to output brake fluid (step S4); when both sides are pressed at the same time, the hydraulic pressure of the auxiliary cylinders on both sides superimposes to push the master brake cylinder [5], and the overload protection unit automatically unloads the excess hydraulic pressure, limiting the maximum braking force output to not exceed the system design limit (step S5); after the brake pedal is released, the power output returns to normal function (step S6).

[0093] Example 3: Electronic Brake-by-Wire Input Scheme

[0094] like Figure 4As shown, the difference between this embodiment and Embodiments 1 and 2 is that the brake input mechanism adopts an electronic drive-by-wire structure. The electronic drive-by-wire brake input mechanism [3''] includes a left pedal travel sensor

[51] , a right pedal travel sensor

[52] , a brake controller

[53] , and an electronic actuator

[54] .

[0095] The left pedal travel sensor

[51] is installed at the pedal shaft

[13] of the driver's left brake pedal [1], detects the rotation angle or linear travel signal of the left brake pedal [1], and transmits the travel signal to the brake controller

[53] . The right pedal travel sensor

[52] is installed at the pedal shaft

[23] of the driver's right brake pedal [2], detects the rotation angle or linear travel signal of the right brake pedal [2], and transmits the travel signal to the brake controller

[53] .

[0096] The brake controller

[53] receives the travel signals of both brake pedals and generates a brake control command. When only the left brake pedal [1] is pressed, the brake controller

[53] generates a brake control command based on the left travel signal, drives the electronic actuator

[54] to output braking force, and the right brake pedal [2] moves asynchronously. When only the right brake pedal [2] is pressed, the brake controller

[53] generates a brake control command based on the right travel signal, drives the electronic actuator

[54] to output braking force, and the left brake pedal [1] moves asynchronously. When both brake pedals are pressed simultaneously, the brake controller

[53] takes the larger value or the superimposed value of the travel signals from both sides to generate a brake control command, and limits the maximum braking force output to no more than the system design limit.

[0097] The electronically controlled actuator

[54] can take the form of an electronic brake booster, an ESP / ESC hydraulic pump, or an electromechanical brake caliper, etc., and drives the braking system to output braking force according to the instructions of the brake controller

[53] . In the electronic drive-by-wire scheme, the vehicle brake actuator unit does not need to be equipped with a traditional mechanical brake master cylinder, but the brake is directly driven by the electronically controlled actuator

[54] , which further simplifies the system structure.

[0098] In this embodiment, the brake linkage power cut-off unit [4] adopts an electrical signal control structure, which is the same as the electrical signal control brake linkage power cut-off unit structure in Embodiment 2. Since the electronic drive-by-wire scheme itself controls the brake output through electronic signals, the electronic control unit

[46] of the brake linkage power cut-off unit can be integrated with the brake controller

[53] into a single controller. When the pedal travel signal on either side exceeds the power cut-off trigger threshold, the single controller generates both a brake control command and a power cut-off command, thereby achieving synchronous linkage between braking and power cut-off. The power cut-off command covers the throttle closure and injector signal cut-off of fuel vehicles, the motor drive output cut-off of pure electric vehicles, and the coordinated output cut-off of the engine and motor of hybrid vehicles.

[0099] The advantages of the electronic drive-by-wire solution are: the two pedals are completely independent, with no mechanical or hydraulic connection, and a failure on one side will not affect the other side; the brake controller can flexibly adjust the braking response curves and braking force distribution ratio of the two pedals; the braking linkage power cut-off logic and the braking control logic can be implemented in the same controller, resulting in high system integration; the segmented damping function can be implemented in software through the pedal feedback torque motor, without the need for additional mechanical structures.

[0100] In this embodiment, the execution method of the braking and power cut-off linkage control process is as follows: the left pedal travel sensor

[51] and the right pedal travel sensor

[52] detect the travel signals of the brake pedals on both sides in real time and transmit them to the brake controller

[53] (step S1); the brake controller

[53] determines whether the travel signal of either pedal exceeds the power cut-off trigger threshold (step S2); when the power cut-off trigger threshold is exceeded, a power cut-off command is generated, and the corresponding cut-off operation is performed according to the vehicle power type (step S3); a braking control command is generated synchronously to drive the electronic actuator

[54] to output braking force (step S4); when the signal of simultaneous pressing of both brake pedals is detected, the maximum braking force output is limited to not exceed the system design limit (step S5); after the brake pedal is released, the normal function of vehicle power output is restored (step S6).

[0101] Example 4: Multi-cylinder braking input scheme

[0102] like Figure 5 As shown, the difference between this embodiment and the above embodiment is that the brake input mechanism adopts a multi-cylinder structure. The multi-cylinder brake input mechanism [3'''] includes a first brake master cylinder

[55] and a second brake master cylinder

[56] .

[0103] The first master cylinder

[55] is independently driven by the driver's left brake pedal [1]. The push rod of the left pedal arm

[11] is directly connected to the piston of the first master cylinder

[55] . When the left brake pedal [1] is pressed, the left pedal arm

[11] pushes the piston of the first master cylinder

[55] to generate hydraulic output.

[0104] The second master cylinder

[56] is independently driven by the driver's right brake pedal [2]. The push rod of the right pedal arm

[21] is directly connected to the piston of the second master cylinder

[56] . When the right brake pedal [2] is pressed, the right pedal arm

[21] pushes the piston of the second master cylinder

[56] to generate hydraulic output.

[0105] The output ends of the first master cylinder

[55] and the second master cylinder

[56] are connected in parallel to the same brake pipeline system through a manifold valve

[57] . The manifold valve

[57] has a built-in pressure equalization unit

[58] . When only one master cylinder outputs hydraulic pressure, the hydraulic pressure is directly transmitted to the brake pipeline through the manifold valve

[57] . When both master cylinders output hydraulic pressure at the same time, the pressure equalization unit

[58] equalizes and merges the hydraulic pressure on both sides before outputting it to the brake pipeline, and limits the output pressure to not exceed the maximum design value of the system. The pressure equalization unit

[58] can adopt a spring piston structure, which automatically moves to equalize the pressure on both sides when the hydraulic pressure on both sides is unequal due to a preset spring force; or it can adopt an overflow valve structure, which automatically overflows and relieves pressure when the combined output pressure exceeds a preset safety value, ensuring that the output pressure does not exceed the upper limit of the system design.

[0106] In this design, each of the two pedals has its own independent master cylinder, achieving complete brake input independence. When one pedal is depressed, the other pedal and its corresponding master cylinder do not move synchronously. If a fault occurs, such as leakage or piston jamming, in one master cylinder, the other master cylinder can still independently output hydraulic pressure to the brake line to complete the braking operation, providing the highest level of brake redundancy.

[0107] In this embodiment, the braking linkage power cut-off unit [4] can adopt a mechanical or electrical signal control structure. Its specific implementation scheme is the same as that of Embodiment 1 or Embodiment 2, and will not be repeated here.

[0108] In this embodiment, the execution method of the braking and power cut-off linkage control process is as follows: Steps S1 to S3 are the same as in Embodiment 1 (mechanical power cut-off scheme) or Embodiment 2 (electric signal control power cut-off scheme); in step S4, the brake pedal on this side drives the corresponding brake master cylinder to output hydraulic pressure, which is transmitted to the brake line through the manifold valve

[57] to output braking force; in step S5, when both sides are pressed at the same time, the pressure equalization unit

[58] equalizes and merges the hydraulic pressure on both sides and outputs it to the brake line, and limits the output pressure to not exceed the maximum value designed by the system; in step S6, after the brake pedal is released, the normal function of vehicle power output is restored.

[0109] Segmented Damping Mechanism Explanation

[0110] like Figure 8 As shown, the driver's left brake pedal [1] is equipped with a segmented damping mechanism [7]. The segmented damping mechanism [7] has at least two damping steps

[71] and

[72] within the effective braking stroke of the pedal, so that the pedal has a low pedaling resistance between each damping step and a significantly increased pedaling resistance when passing through the damping step, forming a tangible segmented damping feel.

[0111] The segmented damping mechanism [7] can be implemented in at least one of the following ways:

[0112] (1) Multi-stage elastic stop pin type: At least two sets of spring-loaded stop pins are set on the rotation path of the left pedal pivot

[13] . Each set of stop pins provides a sudden increase in resistance at different pedal angle positions. When the pedal passes the stop pin position, the resistance increases sharply. After passing the stop pin, the resistance drops back, forming a "damped step" feel.

[0113] (2) Multi-protruding cam type: A cam with at least two protrusions is fixed at the left pedal pivot

[13] , and a spring-loaded follower is used. The follower has less resistance in the non-protruding area of ​​the cam, and the resistance increases stepwise at the protruding part, forming a segmented damping feel. The position of the protruding part of the cam corresponds to the preset braking intensity level (such as light braking, medium braking, heavy braking).

[0114] (3) Hydraulic throttling type: In the hydraulic parallel scheme, a throttling orifice plate or damping valve is set in the left hydraulic branch

[35] to generate stepped pressure resistance in different flow ranges (corresponding to different pedal strokes) to form hydraulic segmented damping.

[0115] (4) Electromagnetic type: In the electronic drive-by-wire scheme, a pedal feedback torque motor is set at the left pedal. The brake controller

[53] controls the torque motor to output resistance torque according to the preset segmented resistance curve. At the preset pedal travel position, a sudden increase in resistance torque is output to form electromagnetic segmented damping. This method can adjust the position of the damping step and the resistance magnitude by software, flexibly adapting to different driver preferences.

[0116] The damping steps of the segmented damping mechanism [7] can correspond to different braking intensity levels. For example, the first damping step

[71] corresponds to light braking intensity (about 30% of the maximum braking force), the second damping step

[72] corresponds to medium braking intensity (about 60% of the maximum braking force), and the pedal enters the heavy braking area after passing the second damping step. The driver can judge the current braking intensity level by feeling the pedal, and can reach the target braking angle without precisely controlling the pedal force, which is especially beneficial for novice drivers who use left-foot braking to quickly establish a sense of braking force.

[0117] Description of self-locking or concealing device

[0118] like Figure 9 As shown, the driver's left brake pedal [1] is equipped with a self-locking or concealing device [8]. The self-locking or concealing device [8] may be implemented in at least one of the following ways:

[0119] (1) Flip-up type: The left pedal arm

[11] can be flipped upward around a horizontal pivot to a storage position flush with the floor or front panel. After flipping, the pedal surface

[12] faces upward to form a flat footrest. The storage position is fixed by a spring buckle or a manual locking pin. When needed, the pedal can be flipped back to the working position by pressing the release button.

[0120] (2) Telescopic and retractable type: The left pedal arm

[11] can be retracted into the groove of the front panel in the front-rear direction, and the pedal surface

[12] is retracted into the groove accordingly, with a flat cover plate on the outside. When needed, the pedal can be extended to the working position by means of a pull rod or electric mechanism.

[0121] (3) Electromagnetic locking type: The left pedal arm

[11] is fixed in the non-working position by an electromagnetic lock. When the electromagnetic lock is energized, the locking tongue extends and engages with the locking hole of the pedal arm to prevent the pedal from being stepped on. The driver controls the on and off of the electromagnetic lock through the instrument panel button. The button unlocks when the left brake pedal is needed and locks when it is not needed. In the locked state, the pedal is still in the original position but cannot be stepped on, and the driver's left foot can be rested on the pedal surface.

[0122] When the self-locking or concealing device [8] is in the retracted or locked state, the driver's left brake pedal [1] does not respond to the stepping action, does not generate braking force output and does not trigger the brake linkage power cut-off unit [4]. The driver's left foot can be safely placed on the retracted pedal surface or floor area to rest, which is suitable for drivers who are used to right-foot braking operation.

[0123] Braking and power cut-off linkage control process (control method embodiment)

[0124] The following combination Figure 11 Detailed description of the braking and power cut-off linkage control process of the system of the present invention:

[0125] Step S1: Real-time detection of the depressing status of the left and right brake pedals of the driver's side, and acquisition of pedal travel signal and / or pedal pressure signal;

[0126] Step S2: Determine whether the pedal press signal on either side exceeds the power cut-off trigger threshold. If yes, proceed to step S3; otherwise, return to step S1.

[0127] Step S3: Generate a power cut-off command and perform at least one of the following operations according to the vehicle power type: close the throttle opening to zero and cut off the fuel injector drive signal (gasoline vehicle), cut off the motor drive output signal (pure electric vehicle), or cut off the combined output of the engine and motor in the hybrid system (hybrid vehicle).

[0128] Step S4: Synchronously generate braking control commands to drive the vehicle braking actuator to output braking force;

[0129] Step S5: Determine whether a signal of simultaneous depressing of both brake pedals is detected. If so, take the larger value or the superimposed value of the two signals to generate a braking control command and limit the maximum braking force output to not exceed the system design limit. Otherwise, generate a braking control command based on the signal of one side.

[0130] Step S6: After the brake pedal is released, restore the normal function of vehicle power output.

[0131] The above control process can be implemented in software within the brake controller or electronic control unit, and is applicable to various brake input mechanism schemes, including mechanical linkage, hydraulic parallel, multi-cylinder, and electronic drive-by-wire systems. In the electronic drive-by-wire scheme, the brake control logic and power cut-off logic can be integrated within the same controller; in mechanical or hydraulic schemes, power cut-off can be triggered by a separate electronic control unit based on pedal sensor signals.

[0132] Operating Mode Description

[0133] This invention supports two operating modes:

[0134] Mode 1 (Dual-Foot Operation Mode): Drivers who are accustomed to braking with their left foot use the left brake pedal [1] for braking and use their right foot to control the accelerator pedal. The left foot is always on standby above the left brake pedal [1], eliminating the need to switch between the accelerator and brake pedals and thus eliminating pedal switching delay. The segmented damping mechanism [7] helps the driver perceive the braking intensity through foot feel, without the need for precise control of the force. When the left foot presses the left brake pedal [1], the brake linkage power cut-off unit [4] simultaneously cuts off the vehicle's power output, so that acceleration is impossible even if the right foot is still on the accelerator pedal.

[0135] Mode 2 (Traditional Right Foot Mode): Drivers accustomed to traditional operation continue to use the right brake pedal [2] for braking. The left brake pedal [1] is retracted or locked by a self-locking or concealing device [8], and the left foot is placed on the retracted pedal surface or floor area for rest. The installation position and travel of the right brake pedal [2] remain unchanged, and the operating experience is consistent with the original vehicle. When the right foot presses the right brake pedal [2], the brake input mechanism drives the braking system to output braking force, and the brake linkage power cut-off unit [4] simultaneously cuts off the vehicle's power output.

[0136] In both modes, if the driver simultaneously depresses both brake pedals, the braking effect is the same as depressing one pedal, without overload or interference. The overload protection unit ensures that the braking force output does not exceed the system design limit when both pedals are depressed simultaneously. If one brake pedal or its corresponding transmission component malfunctions, the other brake pedal can still independently complete the braking operation, achieving braking redundancy.

[0137] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention, such as other mechanical equivalent transformations of the brake input mechanism, other sensor types of the brake linkage power cut-off unit, other equivalent structures of the segmented damping mechanism, other implementations of the self-locking or concealing device, and equivalent adjustments to the pedal mounting position, should all be covered within the scope of protection of the present invention.

Claims

1. An automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system, comprising a vehicle braking actuator and a brake pedal disposed on the right side of the driver's side, characterized in that, Also includes: The brake pedal on the left side of the driver's seat is located in an automatic transmission car, corresponding to the installation position of the clutch pedal in a manual transmission car. The brake input mechanism is connected to the left brake pedal and the right brake pedal of the driver's seat respectively, so that when either brake pedal is pressed on one side or both brake pedals are pressed on both sides at the same time, the braking system outputs braking force and the magnitude of the braking force is consistent with the braking response. No braking force overload occurs when both sides are pressed on at the same time. The brake linkage power cut-off unit is associated with the left brake pedal and the right brake pedal of the driver's side, respectively. It can respond to the pressing action of the brake pedals on both sides. When either brake pedal is pressed, the brake linkage power cut-off unit forcibly cuts off the vehicle's power output, rendering the acceleration operation of the accelerator pedal ineffective and forcibly cutting off the vehicle's power output.

2. The automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system according to claim 1, characterized in that: The braking input mechanism is selected from at least one of the following implementations: A mechanical linkage-type brake input mechanism includes a connecting crossbar, a left connecting arm, and a right connecting arm; one end of the left connecting arm is hinged to the pedal arm of the driver's left brake pedal, and the other end is hinged to one end of the connecting crossbar; one end of the right connecting arm is hinged to the pedal arm of the driver's right brake pedal, and the other end is hinged to the other end of the connecting crossbar; the connecting crossbar is rotatably supported on a vehicle body fixed bracket, and the fulcrum of the fixed bracket is centrally located to ensure that the transmission ratios on both sides are consistent; The hydraulic parallel brake input mechanism includes a left hydraulic branch and a right hydraulic branch; one end of the left hydraulic branch is connected to the first auxiliary cylinder driven by the left brake pedal of the driver's side, and the other end is connected to the input end of the master brake cylinder; one end of the right hydraulic branch is connected to the second auxiliary cylinder driven by the right brake pedal of the driver's side, and the other end is connected to the same input end of the master brake cylinder; the left and right hydraulic branches are connected in parallel and jointly drive the master brake cylinder, and the other pedal moves asynchronously when one side is pressed. A multi-cylinder brake input mechanism includes a first master cylinder and a second master cylinder; the first master cylinder is independently driven by the left brake pedal of the driver's side, and the second master cylinder is independently driven by the right brake pedal of the driver's side; the output ends of the first master cylinder and the second master cylinder are connected in parallel to the same brake pipeline system through a manifold valve, and the manifold valve has a built-in pressure equalization unit; An electronic brake-by-wire input mechanism includes a left pedal travel sensor, a right pedal travel sensor, a brake controller, and an electronic actuator. The left pedal travel sensor detects the travel signal of the driver's left brake pedal, and the right pedal travel sensor detects the travel signal of the driver's right brake pedal. The brake controller receives the travel signals from both pedals and generates a brake control command. The electronic actuator drives the braking system to output braking force according to the brake control command. The driver's left brake pedal and the driver's right brake pedal each independently input travel signals to the brake controller.

3. The automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system according to claim 1, characterized in that: The braking linkage power cut-off unit is a mechanical power cut-off unit, including a left limit switch, a right limit switch, and a mechanical power cut-off actuator. The left limit switch is located on the travel path of the left brake pedal on the driver's side, and the right limit switch is located on the travel path of the right brake pedal on the driver's side. When either brake pedal is depressed to a predetermined travel position, the corresponding limit switch is triggered. The mechanical power cut-off actuator, driven by the limit switch, physically blocks the power transmission path or power control signal path, preventing the accelerator pedal operation from being transmitted to the throttle, fuel injector, or motor drive controller, thus achieving forced power cut-off for fuel vehicles, pure electric vehicles, and hybrid vehicles. The trigger threshold of the braking linkage power cut-off unit corresponds to the end of the initial free travel of the brake pedal, so that the power cut-off is triggered the instant the brake pedal is depressed beyond the free travel and enters the effective braking travel, achieving synchronous linkage between braking and power cut-off.

4. The automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system according to claim 1, characterized in that: The brake-linked power cut-off unit is an electrically controlled power cut-off unit, including a left pedal pressure sensor, a right pedal pressure sensor, an electronic control unit, and a power cut-off actuator. The left and right pedal pressure sensors respectively detect the pedal pressure signals of their respective brake pedals and transmit them to the electronic control unit. When the electronic control unit receives a pressure signal from either brake pedal that exceeds a preset threshold, it controls the power cut-off actuator to perform at least one of the following operations: closing the throttle opening to zero and cutting off the fuel injector drive signal, cutting off the motor drive output signal, and cutting off the coordinated output of the engine and motor in the hybrid system, thereby forcibly cutting off the vehicle power output of fuel vehicles, pure electric vehicles, and hybrid vehicles. The trigger threshold of the brake-linked power cut-off unit corresponds to the pressure value at the end of the initial free travel of the brake pedal, so that the power cut-off is triggered the instant the brake pedal is depressed beyond the free travel and enters the effective braking travel, realizing the synchronous linkage of braking and power cut-off.

5. The automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system according to claim 1, characterized in that: The driver's left brake pedal is equipped with a segmented damping mechanism. This mechanism has at least two damping steps within the effective braking stroke of the pedal, resulting in low pedal resistance between each step and significantly increased pedal resistance when passing over the damping steps, creating a tangible segmented damping feel. The segmented damping mechanism is selected from at least one of the following implementation methods: multi-stage elastic stop pin type, with at least two sets of spring-loaded stop pins on the rotation path of the pedal shaft, each set of stop pins providing a sudden increase in resistance at different pedal angle positions; multi-convex cam type, with a cam having at least two protrusions at the pedal shaft, which, in conjunction with a spring-loaded follower, generates a resistance step at the protrusion position; hydraulic throttling type, with a throttling orifice plate or damping valve in the hydraulic circuit, generating stepped pressure resistance in different flow ranges; electromagnetic type, in electronic drive-by-wire schemes, where a pedal feedback torque motor outputs segmented resistance torque according to a preset curve.

6. The automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system according to claim 1, characterized in that: The driver's left brake pedal is equipped with a self-locking or concealing device, which is selected from at least one of the following implementations: a flip-folding type, in which the pedal arm of the driver's left brake pedal can be flipped upward around the horizontal axis to a storage position flush with the floor or front bulkhead, and fixed by a locking mechanism; a telescopic storage type, in which the driver's left brake pedal can be retracted into a groove in the front bulkhead in the front-rear direction; an electromagnetic locking type, in which the driver's left brake pedal is fixed in a non-working position by an electromagnetic lock to prevent accidental triggering; when the self-locking or concealing device is in the storage or locked state, the driver's left brake pedal does not respond to the pedal action, and the driver's left foot can be placed on the retracted pedal surface or floor area to rest; the system also includes a pedal switch, which can selectively enable or disable the braking function of the driver's left brake pedal. When the pedal switch is in the disabled state, the pedal action of the driver's left brake pedal does not generate braking force output and does not trigger the braking linkage power cut-off unit, which is suitable for driving habits that only use the right foot to brake.

7. The automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system according to claim 1, characterized in that: The braking input mechanism is equipped with an overload protection unit. When both brake pedals are pressed simultaneously, the overload protection unit automatically unloads excess hydraulic pressure or limits the upper limit of the electronic control command output to ensure that the braking force output does not exceed the maximum value designed by the system. The output end of the vehicle braking execution unit is connected to a dual-circuit braking redundancy structure. The dual-circuit braking redundancy structure includes a first braking circuit and a second braking circuit. The first braking circuit acts on the brakes of the left front wheel and the right rear wheel of the vehicle, and the second braking circuit acts on the brakes of the right front wheel and the left rear wheel of the vehicle, forming a diagonally distributed dual-circuit braking structure. When one braking circuit leaks or fails, the other braking circuit can still independently provide braking force.

8. The automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system according to claim 1, characterized in that: The installation position, pedal surface angle, and pedal travel of the left-side brake pedal are set according to the ergonomic parameters of the human left foot operation. The center point of the left-side brake pedal is located within 80mm to 150mm to the left of the longitudinal center line of the driver's seat. The angle between the pedal surface and the horizontal plane is 25 degrees to 45 degrees. The effective pedal travel is 60mm to 100mm. The horizontal distance between the left-side brake pedal and the right-side brake pedal is 280mm to 420mm, so that the driver's left and right feet do not interfere with each other when operating the corresponding pedals.

9. The automatic transmission vehicle driver's side dual-pedal braking and forced fuel cut-off system according to claim 1, characterized in that: The system is integrated into the mounting structure of the front bulkhead and floor assembly of the automatic transmission vehicle, and is a standard configuration of the vehicle. The left and right brake pedals of the driver's side are connected to the brake input mechanism through corresponding transmission structures to form redundant brake input. When one brake pedal or its corresponding transmission component fails, the other brake pedal can still independently drive the braking system to complete the braking operation. The right brake pedal of the driver's side retains the original installation position, pedal travel and linkage relationship of the brake pedal of the automatic transmission vehicle, so that drivers who are used to using their right foot to operate the brake pedal can continue to use their original operating method. The left brake pedal of the driver's side provides an independent braking operation entry for drivers who are used to braking with their left foot. The two operating modes are compatible and coexist.

10. A control method for the driver's side dual-pedal braking and forced fuel cut-off system of an automatic transmission vehicle as described in claim 1, characterized in that, Includes the following steps: S1: Real-time detection of the pedal position of the left and right brake pedals of the driver's side, and acquisition of pedal travel signal and / or pedal pressure signal; S2: Determine whether the pedal press signal on either side exceeds the power cut-off trigger threshold. If yes, proceed to step S3; otherwise, return to step S1. S3: Generates a power cut-off command and executes the corresponding cut-off operation according to the vehicle's power type: for gasoline vehicles, closes the throttle opening to zero and cuts off the fuel injector drive signal; for pure electric vehicles, cuts off the motor drive output signal. For hybrid vehicles, the combined output of the engine and electric motor in the hybrid system is cut off; S4: Synchronously generate braking control commands to drive the vehicle braking actuator to output braking force; S5: Determine whether a signal of simultaneous depressing of both brake pedals is detected. If so, limit the maximum braking force output to not exceed the system design limit. Otherwise, generate a braking control command based on a single-side depressing signal. S6: When the brake pedal is released, it restores the normal function of vehicle power output.

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