A speed control throttle and vehicle

Abstract

This application relates to the field of throttles, and more particularly to a speed-controlled throttle and a vehicle. Along the left-right direction of the vehicle, a speed-controlled throttle is located between the vehicle's center console and the brake pedal, including a rocker arm, a resilient return element, and a base. The base includes a mounting portion and a cantilever portion. The mounting portion is installed on the driver's side of the vehicle's center console, and the cantilever portion is connected to the top of the mounting portion and extends towards the driver's side. The resilient return element connects the base and the rocker arm. The rocker arm is located below the cantilever portion, and its upper end is rotatably connected to the cantilever portion via a pivot. When the rocker arm is in its initial position, its lower end is at its lowest point. Under external force, the lower end of the rocker arm can rotate upwards. When the external force is released, the resilient return element drives the rocker arm back to its initial position. This application, by using a lateral swing structure for the rocker arm, makes acceleration and braking operations completely different in their action, reducing the risk of mistakenly pressing the accelerator instead of the brake pedal in an emergency.

Description

Technical Field

[0001] This application relates to the field of driving control mechanism technology, and in particular to a speed control throttle and vehicle. Background Technology

[0002] Currently, electronic accelerator pedals (also known as electronic throttle control systems) widely used in the automotive industry typically employ a downward-pressing pedal structure. This type of pedal presents significant safety hazards. Because both the accelerator and brake pedals are located near the driver's right foot in the driver's cabin, and both are operated by pressing down, in an emergency, when the driver needs to brake quickly, their instinctive reaction is to press down forcefully. This can easily lead to panic or misalignment of the foot, causing the driver to mistakenly press the accelerator pedal instead of the brake, resulting in sudden acceleration and potentially serious traffic accidents. Summary of the Invention

[0003] This application provides a speed control accelerator and vehicle, aiming to reduce the problem of serious traffic accidents caused by mistakenly pressing the accelerator pedal instead of the brake pedal due to panic or foot movement deviation.

[0004] On one hand, this application provides a speed control throttle, which is located between the vehicle's center channel and the brake pedal along the left and right direction of the vehicle, and includes a rocker arm, an elastic return member and a base; The base includes a mounting part and a cantilever part. The mounting part is installed on the driver's side of the center tunnel of the vehicle, and the cantilever part is connected to the top of the mounting part and extends toward the driver's side. The elastic restoring element is connected between the base and the rocker arm; The rocker arm is located below the cantilever section. The upper end of the rocker arm is rotatably connected to the cantilever section via a pivot. The axis of the pivot extends along the front-rear direction of the vehicle. When the rocker arm is in its initial position, the lower end of the rocker arm is at the lowest point of its rotation stroke. Under the action of an external force, the lower end of the rocker arm can rotate upward. When the external force is released, the elastic return member can drive the rocker arm back to its initial position.

[0005] Optionally, it also includes a sensor mounted on the base for detecting the rotation angle of the rocker arm about the pivot; the pivot is the pivot of the sensor, the upper end of the rocker arm is connected to the pivot of the sensor, the elastic recovery member is built into the sensor, one end of the elastic recovery member is connected to the housing of the sensor, and the other end is connected to the pivot of the sensor.

[0006] Optionally, it also includes a sensing element mounted on the base for detecting the rotation angle of the rocker arm about the pivot axis; the pivot axis is disposed on the cantilever portion, and the elastic recovery element is disposed between the base and the rocker arm.

[0007] Optionally, the cantilever portion is provided with a pivot mounting hole, the pivot is inserted through the pivot mounting hole and connected to the cantilever portion, and the upper end of the rocker arm is rotatably connected to the cantilever portion through the pivot.

[0008] Optionally, a sensing element is also included, which is mounted on the base and used to detect the rotation angle of the rocker arm about the rotating shaft. The sensing element includes a sensor body and an adjusting bolt. A guide groove and an adjusting elongated hole are provided on the cantilever portion. The sensor body is slidably fitted in the guide groove, and the adjusting bolt passes through the adjusting elongated hole and is connected to the sensor body. The adjusting elongated hole is provided along the extension direction of the guide groove, and the adjusting bolt can slide in the adjusting elongated hole to adjust the position of the sensor body relative to the mounting portion, and can fix the sensor body to the cantilever portion by locking.

[0009] Optionally, the sensing element is a magnetoresistive angle sensor.

[0010] Optionally, the base is a one-piece molded structure.

[0011] On the other hand, this application also provides a vehicle including the aforementioned speed control throttle.

[0012] The speed-controlled throttle and vehicle provided in this application have at least the following beneficial effects: By setting the speed-controlled throttle to a rocker arm with a lateral swinging structure, and allowing the movable end of the rocker arm to swing between near and away from the brake pedal, the driver only needs to rotate their foot laterally to drive the rocker arm to swing when acceleration is needed, and only needs to press the brake pedal downwards when braking is needed. The acceleration and braking operations are completely different in their action forms, fundamentally avoiding the risk of mistakenly pressing the speed-controlled throttle instead of the brake in an emergency, significantly improving driving safety. That is, since the brake pedal uses the traditional downward pressing action, while the speed-controlled throttle of this application uses a lateral flicking action around a pivot point in the forward and backward direction, the two actions are completely different in terms of the driver's muscle memory and limb movements. In an emergency, even if the driver panics, their instinctive downward pressing action will only trigger the brake, not the speed-controlled throttle that requires lateral flicking, thus eliminating the possibility of accidental pressing from the root of the action form. Attached Figure Description

[0013] Figure 1 This is a diagram illustrating the usage state of a speed-controlled throttle according to an embodiment of this application; Figure 2 This is a perspective view of a speed-controlled throttle provided in an embodiment of this application; Figure 3 This is a schematic diagram of the rotation of a rocker arm for controlling speed throttle provided in one embodiment of this application.

[0014] Explanation of reference numerals in the attached figures: 10. Rocker arm; 20. Base; 21. Mounting part; 211. Adjustment elongated hole; 212. Guide slide; 22. Cantilever part; 50. Sensing element; 51. Sensor body; 52. Adjustment bolt; 200. Brake pedal. Detailed Implementation

[0015] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0016] In this embodiment, the brake pedal is located in the driver's foot area. The central channel to the right of the brake pedal refers to the central channel raised area that extends laterally to the passenger side, covered by the armrest box, and connected to the gear shift mechanism or storage compartment at the rear.

[0017] Reference Figures 1 to 3 This application provides a speed-controlled throttle, located between the vehicle's center console and brake pedal 200 along the left-right direction. The speed-controlled throttle includes a rocker arm 10, a spring-loaded return member, and a base 20. The base 20 includes a mounting portion 21 and a cantilever portion 22. The mounting portion 21 is mounted on the driver-side of the vehicle's center console, and the cantilever portion 22 is connected to the top of the mounting portion 21 and extends towards the driver. The base 20 can be integrally formed from metal materials (such as aluminum alloy or steel) or high-strength engineering plastics through die casting or injection molding to ensure the overall strength and rigidity of the base 20.

[0018] The base 20 is fixed to the central channel via a mounting part 21. The mounting part 21 has mounting holes, and bolts are used to pass through the mounting holes to achieve a fixed connection between the mounting part and the central channel. The cantilever part 22 extends out of the central channel towards the driver's side, providing rotational support for the rocker arm 10. The base 20 can be L-shaped overall. The mounting part 21 is roughly vertically attached to the side wall of the central channel, while the cantilever part 22 extends roughly horizontally from the top of the mounting part 21 towards the driver.

[0019] The elastic return element is connected between the base 20 and the rocker arm 10. The elastic return element is used to apply a restoring force to the rocker arm 10 to return it to its initial position.

[0020] The rocker arm 10 is located below the cantilever section 22, and its upper end is rotatably connected to the cantilever section 22 via a pivot. The rocker arm 10 is generally elongated, with a fixed upper end (connected to the pivot) and a movable lower end (free end). The rocker arm 10 can be made of stamped metal tubing or sheet metal, or injection molded from engineering plastics. The connection between the rocker arm 10 and the pivot can be a key connection, a D-shaft connection, or a screw locking method, to ensure that there is no relative rotation between the rocker arm 10 and the pivot, achieving synchronous rotation.

[0021] When rocker arm 10 is in its initial position, its lower end is at the lowest point of its rotational stroke. That is, in the initial position, the lower end of rocker arm 10 is closest to the driver's cab floor. In this embodiment, rocker arm 10 is inclined downwards, meaning there is an angle between the length direction of rocker arm 10 and the vertical direction, and rocker arm 10 is at its lowest position in its trajectory. Under external force, the lower end of rocker arm 10 can rotate upwards (i.e., rocker arm 10 swings upwards around its rotational axis, raising the lower end). When the external force is released, the elastic return member can drive rocker arm 10 back to its initial position (i.e., the lower end returns to its lowest position). The initial position corresponds to the vehicle's idle speed (or stationary speed). The greater the upward rotation angle of rocker arm 10, the greater the corresponding speed control throttle opening, and the more pronounced the vehicle acceleration.

[0022] In one embodiment, the rocker arm 10 is generally suspended vertically downwards, with the lower end of the rocker arm 10 positioned closest to the car floor.

[0023] In one embodiment, the elastic return element can be a torsion spring, a spiral spring, or other element with elastic return function.

[0024] Reference Figure 2 In one embodiment, a speed-controlled throttle further includes a sensor 50 mounted on the base 20 for detecting the rotation angle of the rocker arm 10 about its axis. The sensor 50 can be an angle sensor (such as a potentiometer-type angle sensor, a Hall effect angle sensor, or a magnetoresistive angle sensor). The sensor 50 converts the detected rotation angle of the rocker arm 10 into an electrical signal and outputs it to the vehicle's electronic control unit (ECU). The ECU controls the throttle opening or the motor output power based on this electrical signal.

[0025] In one embodiment, the sensor 50 is mounted on the cantilever 22, with the pivot shaft being the pivot shaft of the sensor 50. The upper end of the rocker arm 10 is connected to the pivot shaft of the sensor 50. An elastic return member is built into the sensor 50, with one end connected to the housing of the sensor 50 and the other end connected to the pivot shaft of the sensor 50. In this embodiment, the sensor 50 has a swinging part, one end of which swings relative to the housing of the sensor 50; that is, the swinging axis of the swinging part is the pivot shaft of the sensor 50. In this embodiment, the rocker arm is connected to the swinging part of the sensor 50 by bolts. In other words, the sensor 50 integrates three major functions: angle detection, pivot shaft, and elastic return. The overall structure is more compact, the number of parts is reduced, and the assembly process is simplified. In this embodiment, the sensor 50 can be an angle sensor with a return spring (such as a potentiometer-type angle sensor with a return torsion spring or a magnetoresistive angle sensor with a return hairspring).

[0026] In one embodiment, the cantilever portion 22 is provided with a guide groove 212, and the sensor body 51 has a sliding portion adapted to the guide groove 212. The sliding portion is embedded in the guide groove 212 and can slide along it. An adjustment elongated hole 211 (waist hole) is provided on one side wall of the guide groove 212 along its length direction. The adjustment bolt 52 passes through the adjustment elongated hole 211 and is threaded to the sensor body 51. When the adjustment bolt 52 is not tightened, the sensor body 51 can drive the rocker arm 10 to move as a whole; when the adjustment bolt 52 is tightened, its head presses against the outer surface of the cantilever portion 22, fixing the sensor body 51 in the current position.

[0027] In other embodiments, the guide groove 212 may be a T-groove or a dovetail groove, etc.

[0028] As another feasible implementation, the cantilever portion 22 is provided with a groove, and an independent slide rail (such as a linear guide rail or a ball bearing slide rail) is fixedly installed in the groove. The sensor body 51 is fixedly connected to the sliding block of the slide rail. An adjustment elongated hole 211 is formed on the side wall of the groove along the sliding direction. The adjustment bolt 52 passes through the adjustment elongated hole 211 and is connected to the sliding block. By tightening the adjustment bolt 52, the sliding block can be pressed against the cantilever portion 22, thereby achieving locking.

[0029] In another embodiment, the sensor 50 is mounted on the base 20, the rotating shaft is disposed on the cantilever portion 22, and the elastic return element is disposed between the base 20 and the rocker arm 10. That is, the rotating shaft, the elastic return element, and the sensor 50 are each independent and are respectively mounted on the base 20 or the cantilever portion 22. In this embodiment, the components are relatively independent, facilitating individual selection, replacement, and maintenance. Specifically, the cantilever portion 22 is provided with a rotating shaft mounting hole, through which the rotating shaft passes and connects to the cantilever portion 22. The upper end of the rocker arm 10 is rotatably connected to the cantilever portion 22 via the rotating shaft. The elastic return element is a torsion spring, which is sleeved on the rotating shaft. One end of the torsion spring is connected to the base 20, and the other end is connected to the rocker arm 10. The sensor 50 is mounted on the base 20 (such as the mounting portion 21 or the cantilever portion 22) and is used to detect the rotation angle of the rocker arm 10.

[0030] In one embodiment, the sensing element 50 is a magnetoresistive angle sensor, and a permanent magnet cooperating with the magnetoresistive angle sensor is provided on the rocker arm 10. The permanent magnet rotates around the axis with the rocker arm 10. Specifically, the permanent magnet can be embedded inside the upper end of the rocker arm 10 or fixedly installed on the end face of the upper end of the rocker arm 10. When the rocker arm 10 swings, the permanent magnet rotates synchronously with the rocker arm 10. The magnetoresistive angle sensor detects the change in the direction of the magnetic field generated by the permanent magnet and converts the change in the direction of the magnetic field into an electrical signal output, thereby realizing non-contact detection of the rotation angle of the rocker arm 10. The advantages of using a magnetoresistive angle sensor are: on the one hand, there is no mechanical contact between the magnetoresistive angle sensor and the permanent magnet, there is no friction and wear, and the service life is long; on the other hand, the magnetoresistive angle sensor is not sensitive to contaminants such as dust and oil, has strong anti-pollution ability, and can ensure long-term stable operation in harsh vehicle environments, ensuring the accuracy and reliability of the speed control throttle signal output.

[0031] In one embodiment, the base 20 is a one-piece molded structure. Specifically, the mounting part 21 and the cantilever part 22 are formed into an integral structure by means of integral casting, integral bending, or integral injection molding. The one-piece molded structure avoids the connecting parts and gaps in the split structure, has higher overall strength and rigidity, and simplifies the assembly process and reduces manufacturing costs.

[0032] In one embodiment, this application also provides a vehicle including a speed-controlled throttle from any of the above embodiments. The vehicle can be a conventional gasoline-powered vehicle, a hybrid vehicle, or a pure electric vehicle. After the vehicle is equipped with the aforementioned speed-controlled throttle, traffic accidents caused by the driver mistakenly pressing a speed-controlled throttle can be effectively avoided, significantly improving driving safety.

[0033] The following is in conjunction with the appendix Figure 1 and Figure 3This application describes the working principle and operation method of a speed-controlled throttle. Along the left-right direction of the vehicle, a speed-controlled throttle is installed between the center console and the brake pedal 200. The mounting portion 21 of the base 20 is fixed to the driver-side side of the center console, and the cantilever portion 22 extends from the center console towards the driver's side. The upper end of the rocker arm 10 is rotatably connected to the cantilever portion 22 via a pivot, and the lower end of the rocker arm 10 hangs downwards. After starting the vehicle, the driver places or suspends their right foot on the brake pedal 200, but does not press down on the brake pedal 200. At this time, the driver's right foot is in a ready state, and the rocker arm 10 is in its initial position.

[0034] Acceleration Operation: When the driver needs to accelerate, using their heel as the center point, the toes rotate to the right (closer to the center channel), causing the outer side of the foot (right side of the right foot) to push the lower end of rocker arm 10 upwards. This drives the lower end of rocker arm 10 to overcome the restoring force of the elastic return element and rotate upwards around the axis, swinging upwards from its initial position. The greater the upward rotation angle of rocker arm 10, the greater the corresponding speed control throttle opening, and the more pronounced the vehicle acceleration. When the driver rotates their toes to the left to the extreme position, rocker arm 10 rotates to its maximum angle position, and the vehicle reaches its maximum speed.

[0035] Deceleration Operation: When the driver needs to decelerate, he relaxes the lateral force exerted by his foot on the rocker arm 10, that is, he turns his toes to the left (away from the center channel) to return to his original position. The external force on the lower end of the rocker arm 10 decreases. Driven by the restoring force of the elastic return element, the lower end of the rocker arm 10 rotates downward to return to its original position. This reduces the speed control throttle opening and the vehicle's speed gradually decreases.

[0036] Braking Operation: When the driver needs to brake, the right foot directly presses down on the brake pedal 200 to brake the vehicle. At this time, the right foot no longer contacts the rocker arm 10, and the rocker arm 10 gradually returns to its initial position under the action of the elastic reset component. Since the acceleration operation (laterally moving the rocker arm 10) and the braking operation (pressing down) are completely different in their action forms, the driver will not mistakenly press the accelerator pedal instead of the brake pedal in an emergency due to panic, fundamentally eliminating the safety hazard of "accelerator pedal mistaken for brake".

[0037] With the above settings, in an emergency requiring braking, the driver only needs to instinctively press down on the brake pedal 200 without switching foot positions. Because the accelerator pedal is located to the left of the brake pedal 200 (near the center console) and is operated by a lateral movement rather than a downward press, the driver's right foot is always positioned above the brake pedal 200 under normal circumstances, allowing for direct pressing when braking is needed, thus eliminating the possibility of accidental pressing at the source of operation.

[0038] In this application, "multiple" refers to two or more.

[0039] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0040] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0041] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0042] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A speed-controlled throttle, operating along the left-right direction of a vehicle, wherein the speed-controlled throttle is located between the vehicle's center console and the brake pedal, characterized in that, Includes rocker arm, elastic return component, and base; The base includes a mounting part and a cantilever part. The mounting part is installed on the driver's side of the center tunnel of the vehicle, and the cantilever part is connected to the top of the mounting part and extends toward the driver's side. The elastic restoring element is connected between the base and the rocker arm; The rocker arm is located below the cantilever section. The upper end of the rocker arm is rotatably connected to the cantilever section via a pivot. The axis of the pivot extends along the front-rear direction of the vehicle. When the rocker arm is in its initial position, the lower end of the rocker arm is at the lowest point of its rotation stroke. Under the action of an external force, the lower end of the rocker arm can rotate upward. When the external force is released, the elastic return member can drive the rocker arm back to its initial position.

2. The speed-controlled throttle according to claim 1, characterized in that, It also includes a sensor mounted on the base for detecting the rotation angle of the rocker arm about the pivot axis; The rotating shaft is the rotating shaft of the sensing element. The upper end of the rocker arm is connected to the rotating shaft of the sensing element. The elastic recovery element is built into the sensing element. One end of the elastic recovery element is connected to the outer shell of the sensing element, and the other end is connected to the rotating shaft of the sensing element.

3. The speed-controlled throttle according to claim 1, characterized in that, It also includes a sensor mounted on the base for detecting the rotation angle of the rocker arm about the pivot axis; The rotating shaft is disposed on the cantilever portion, and the elastic restoring member is disposed between the base and the rocker arm.

4. A speed-controlled throttle according to claim 3, characterized in that, The cantilever section is provided with a pivot mounting hole, the pivot is inserted through the pivot mounting hole and connected to the cantilever section, and the upper end of the rocker arm is rotatably connected to the cantilever section through the pivot.

5. A speed-controlled throttle according to claim 1, characterized in that, It also includes a sensor mounted on the base for detecting the rotation angle of the rocker arm about the pivot axis; the sensor includes a sensor body and an adjusting bolt; the cantilever portion is provided with a guide groove and an adjusting elongated hole, the sensor body is slidably fitted in the guide groove, and the adjusting bolt passes through the adjusting elongated hole and is connected to the sensor body; the adjusting elongated hole is provided along the extension direction of the guide groove, and the adjusting bolt can slide in the adjusting elongated hole to adjust the position of the sensor body relative to the mounting portion, and can fix the sensor body to the cantilever portion by locking.

6. A speed-controlled throttle according to claim 2, characterized in that, The sensing element is a magnetoresistive angle sensor.

7. A speed-controlled throttle according to claim 5, characterized in that, The sensing element is a magnetoresistive angle sensor.

8. A speed-controlled throttle according to claim 1, characterized in that, The base is a one-piece molded structure.

9. A vehicle, characterized in that, Including a speed-controlled throttle according to any one of claims 1 to 8.

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