Electronic brake pedal and brake-by-wire system

Abstract

The present disclosure provides an electronic brake pedal and a brake-by-wire system. The electronic brake pedal (100) comprises a pedal cover (1) for interacting with a driver, a first motion unit (2) fixedly connected with the pedal cover (1), a second motion unit (3) in transmission connection with the first motion unit (2), and a sensor unit (4) for sensing the position of the second motion unit (3) and outputting an electric signal to an electronic control unit (101) of a vehicle. In a braking process, the first motion unit (2) makes linear motion in a first direction, and the second motion unit (3) makes linear motion in a second direction or rotational motion. The present disclosure provides a new brake pedal structure which can communicate with the electric signal of the vehicle ECU in a compact form, and is particularly suitable for signal control of automatic driving.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle braking, specifically to electronic brake pedals and brake-by-wire systems. Background Technology

[0002] This section aims to provide background information relevant to understanding the various techniques described herein. As the title of this section implies, this is a discussion of related techniques that should in no way imply that they are necessarily prior art. Therefore, it should be understood that any statement in this section should be read in this context, rather than as an admission of any prior art.

[0003] With the development of brake-by-wire systems, such as BWA (Brake by Wire Actuator) or EMB (Electro-Mechanical Brake), the mechanical connection between the brake pedal and the braking system has been gradually removed. The trend is to transmit the driver's braking intention by converting the travel of the brake pedal into electronic signals. Summary of the Invention

[0004] Depending on the specific aspects, the purpose of this disclosure is to provide a novel brake pedal structure that can communicate with the vehicle ECU electrical signals in a compact form and is particularly well-suited for signal control in autonomous driving.

[0005] Furthermore, the purpose of this disclosure is to solve or at least alleviate one or more problems existing in the prior art.

[0006] This disclosure solves the above problems by providing an electronic brake pedal and a brake-by-wire system. Specifically, according to one aspect of this disclosure, the following is provided:

[0007] An electronic brake pedal includes a pedal cover for interaction with the driver, a first motion unit fixedly connected to the pedal cover, a second motion unit pulsatorically connected to the first motion unit, and a sensor unit. The sensor unit senses the position of the second motion unit and outputs an electrical signal to the vehicle's electronic control unit. During braking, the first motion unit performs linear motion along a first direction, and the second motion unit performs linear motion along a second direction or rotational motion.

[0008] According to another aspect of this disclosure, this disclosure provides a brake-by-wire system, wherein the brake-by-wire system includes any of the above-described electronic brake pedals. Attached Figure Description

[0009] Referring to the accompanying drawings, the above and other features of this disclosure will become apparent, wherein,

[0010] Figure 1 A perspective view of an electronic brake pedal according to the present disclosure is shown;

[0011] Figure 2 A cross-sectional view of an electronic brake pedal according to the present disclosure is shown;

[0012] Figure 3 A perspective view of another electronic brake pedal according to the present disclosure is shown;

[0013] Figure 4 A cross-sectional view of another electronic brake pedal according to this disclosure is shown;

[0014] Figure 5 An example based on this disclosure is shown. Figure 1 A three-dimensional diagram of the second motion unit;

[0015] Figure 6 An example based on this disclosure is shown. Figure 3 A three-dimensional diagram of the second motion unit;

[0016] Figure 7 A schematic diagram of a linear sensing based on the eddy current effect according to the present disclosure is shown;

[0017] Figure 8 An example based on this disclosure is shown. Figure 7 Signal diagram;

[0018] Figure 9 An example based on this disclosure is shown. Figure 7 The output electrical signal;

[0019] Figure 10 A schematic diagram of a rotation sensing based on the eddy current effect according to the present disclosure is shown;

[0020] Figure 11 An example based on this disclosure is shown. Figure 10 The output electrical signal;

[0021] Figure 12 A schematic diagram of linear and rotational sensing based on the Hall effect according to this disclosure is shown;

[0022] Figure 13 An example based on this disclosure is shown. Figure 12 Signal diagram for rotation sensing;

[0023] Figure 14 An example based on this disclosure is shown. Figure 12 Signal diagram for linear sensing;

[0024] Figure 15An electronic architecture diagram of a brake-by-wire system according to the present disclosure is shown; and

[0025] Figure 16 A diagram showing the partial fit between a housing according to the present disclosure and a rotating rod and a torsion spring is provided. Detailed Implementation

[0026] It is readily understood that, based on the technical solutions of this disclosure, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of this disclosure. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solutions of this disclosure and should not be considered as the entirety of this disclosure or as limitations or restrictions on the technical solutions of this disclosure.

[0027] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive. Furthermore, the terms "first," "second," "third," and similar expressions are used for descriptive and distinguishing purposes only and should not be construed as indicating or implying the relative importance of the corresponding components.

[0028] Figure 1 A perspective view of an electronic brake pedal according to the present disclosure is shown; Figure 2 A cross-sectional view of an electronic brake pedal according to the present disclosure is shown; Figure 3 A perspective view of another electronic brake pedal according to this disclosure is shown; and Figure 4 A cross-sectional view of another electronic brake pedal according to this disclosure is shown.

[0029] The electronic brake pedal 100 includes a pedal cover 1 for interaction with the driver, a first motion unit 2 fixedly connected to the pedal cover 1, a second motion unit 3 and a sensor unit 4 drivenly connected to the first motion unit 2. The sensor unit 4 is used to sense the position of the second motion unit 3 and output an electrical signal to the vehicle's electronic control unit 101. During braking, the first motion unit 2 performs linear motion along a first direction, and the second motion unit 3 performs linear motion along a second direction or performs rotational motion.

[0030] Compared to mechanical brake pedals, electronic brake pedals eliminate the input lever design, thus avoiding wear and tear or mechanical problems associated with related components. Furthermore, by transmitting the position of the second motion unit to the vehicle's electronic control unit (ECU) via electrical signals, the driver's braking intention is transmitted to the vehicle's braking system electronically. This method is particularly advantageous for the signal control characteristics of autonomous driving and is well-suited for the future development of autonomous driving technology.

[0031] It should be understood that the driver transmits driving intentions to the pedal cover, for example, by pressing the pedal. The pedal cover then receives force and transmits its travel distance to the first motion unit, which in turn transmits it to the second motion unit. Finally, the movement or position of the second motion unit is sensed by the sensor unit. Thus, the position of the second motion unit allows the determination of the pedal travel and corresponding pedal force. The position of the second motion unit, the pedal travel, or the pedal force can be sent as an output electrical signal to the vehicle's electronic control unit (ECU), which then performs braking control. The position of the second motion unit should be interpreted broadly, including absolute position, orientation, or rotation angle.

[0032] In this technical solution, the first motion unit and the second motion unit are connected by a transmission link, meaning that the motion of the first motion unit can be transmitted to the second motion unit. Furthermore, this technical solution defines the motion form of the second motion unit (e.g., direction of motion, linear or rotational motion) as different from that of the first motion unit. Since the linear motion of the first motion unit along the first direction is along the driver's pedal direction, or the pedal travel direction, its amplitude may be relatively large. Therefore, by converting it into other motion forms of the second motion unit, the pedal travel in the pedal direction is converted into other forms of travel. This allows the sensor unit to indirectly obtain the pedal travel by sensing these other forms of travel. This technical solution provides a possibility that the entire electronic brake pedal can be designed more compactly, saving space. In particular, the height dimension in the pedal direction can be controlled, which is beneficial for meeting the design requirements of some vehicle models.

[0033] Furthermore, according to this technical solution, by using a sensor unit to sense the position of the second motion unit in real time, the braking signal is directly converted into an electrical signal and transmitted to the electronic control unit, improving the response speed and offering a relatively lightweight advantage, thus improving vehicle energy efficiency. The pedal cover can include a cover for interaction with the driver and a bracket 11 for supporting the cover, allowing each to be designed specifically for its respective function.

[0034] Figure 5 An example based on this disclosure is shown. Figure 1 A three-dimensional diagram of the second motion unit; and Figure 6An example based on this disclosure is shown. Figure 3 A three-dimensional diagram of the second motion unit.

[0035] The second motion unit 3 includes a metal body 31 and a magnet 32. The sensor unit 4 includes a first sensor assembly 41 and a second sensor assembly 42. The first sensor assembly 41 senses the position of the metal body 31 based on the eddy current principle, and the second sensor assembly 42 senses the position of the magnet 32 ​​based on the Hall effect principle.

[0036] It can be seen that by using two different principles to sense the position of the second motion unit, the system achieves a redundant design. If one signal fails, the other signal can be used as the basis for braking control. The two signals can also verify each other, improving sensing accuracy and reliability.

[0037] Both eddy current and Hall effect sensing methods are non-contact measurements, avoiding mechanical wear and contact noise, and offering high accuracy and sensitivity, strong resistance to environmental interference, and low power consumption. Furthermore, their sensing methods differ in that eddy current sensors can cover a wide range of displacements when necessary, while Hall effect sensors can capture minute changes, achieving seamless monitoring throughout the entire travel range and implementing a dynamic compensation mechanism. To improve accuracy, those skilled in the art can also employ designs such as shielded coils or filtering algorithms to resist electromagnetic interference and ensure signal integrity, which will not be elaborated upon here. For example, the metal body can be made of stainless steel or copper.

[0038] Figure 7 A schematic diagram of a linear sensing based on the eddy current effect according to the present disclosure is shown; Figure 8 An example based on this disclosure is shown. Figure 7 Signal diagram; Figure 9 An example based on this disclosure is shown. Figure 7 The output electrical signal; Figure 10 A schematic diagram of a rotation sensing principle based on the eddy current effect according to this disclosure is shown; and Figure 11 An example based on this disclosure is shown. Figure 10 The output electrical signal.

[0039] Those skilled in the art should understand the basic principles of eddy currents and Hall effect sensors, as well as their applications. A brief explanation follows.

[0040] For eddy current circuits, a sensor assembly consists of an excitation coil, two receiving coils, and an inductive sensor integrated circuit (referred to as a sensor or sensor chip). These components are arranged as an ASIC (Application-Specific Integrated Circuit) on a printed circuit board (PCB). The receiving coils employ a sine-cosine coil layout with a 90° phase difference. They have an equal number of right-hand and left-hand windings, which, when a uniform static electromagnetic field is applied, will result in zero induced voltage. The excitation coil transmits the signal (in the MHz range), and the receiving coils receive the signal originating from the excitation coil. The sensor is used for synchronous amplitude demodulation of the signal.

[0041] There is no signal when there is no metallic target (such as the metal body in a brake pedal). When a metallic target approaches the sensor coil, for example, positioned above it, the alternating magnetic field generated by the excitation coil (or transmitting coil) induces a circular current (i.e., eddy current) on the metal surface. This eddy current further generates a reverse magnetic field (also called a secondary magnetic field, the strength of which is related to the conductor's conductivity σ, permeability μ, and distance d), altering the magnetic flux density distribution below the target. This non-uniform magnetic flux density generates a voltage (also called a secondary voltage) at the receiving coil terminals, and the amplitude and polarity of the sinusoidal and cosine receiving coil voltage vary with the target position. Therefore, the receiving coil outputs a voltage signal related to the target position by detecting this change in magnetic flux density, voltage amplitude, or polarity.

[0042] Specifically, if there is no metallic target, the secondary voltages cancel each other out. That is, when there is no metallic target, the induced voltage amplitudes generated by the excitation coil in the two receiving coils are equal, but their phases differ by 180°, resulting in a pressure difference of 0. When a target is placed above the coil, the induced secondary voltage in the covered area is lower than the secondary voltage when there is no target above it. This creates an imbalance in the secondary voltage range, thus generating a secondary voltage ≠ 0V depending on the position of the metallic target.

[0043] The sensor is used to input high-frequency AC into the transmitting coil to generate an alternating magnetic field, receive electrical signals from sine and cosine coils, and amplify, rectify, and filter the output voltage of the receiving coil.

[0044] exist Figure 7 In the diagram, the red line corresponds to the first receiving coil in sine form, and the blue line corresponds to the second receiving coil in cosine form, with a 90-degree phase difference between them. Figure 8 The horizontal axis represents displacement, and the vertical axis represents output voltage.

[0045] For rotational sensing of eddy currents, the sensor assembly structure and basic principle are the same. Only the arrangement of the transmitting coil and the two receiving coils differs. Figure 10In the diagram, the grass-green line corresponds to the first receiving coil in sine form, and the sea-blue line corresponds to the second receiving coil in cosine form, with a phase difference of 90 degrees.

[0046] Finally, the sensor determines the rotation angle (arctangent of the ratio of the voltages of the sine and cosine receiving coils) or displacement of the metal target based on the received electrical signal, and outputs the result as an electrical signal. This result can be the position of the metal target, or the corresponding pedal force or pedal travel. The corresponding output signal can be an analog signal or a digital signal, specifically a voltage signal, duty cycle, or Sent digital signal. It should be understood that there is a one-to-one correspondence between the position of the metal target, the pedal force, and the pedal travel. A lookup table of these three parameters can be established beforehand through experimental or simulation calibration, and then the corresponding pedal force and pedal travel can be obtained from the sensed position of the metal target.

[0047] Figure 12 A schematic diagram of linear and rotational sensing based on the Hall effect according to this disclosure is shown; Figure 13 An example based on this disclosure is shown. Figure 12 Signal graph for rotation sensing; and Figure 14 An example based on this disclosure is shown. Figure 12 Signal diagram for linear sensing.

[0048] It should be understood that the Hall effect refers to the voltage difference generated across an electrical conductor when it is subjected to a magnetic field perpendicular to the direction of the current flowing through it; this voltage difference is called the Hall voltage. The output voltage (Hall voltage) is proportional to the magnetic field strength.

[0049] In applications of electronic brake pedals, when the magnet of the second motion unit moves, it changes the magnetic field strength around the sensor assembly based on the Hall principle, and the sensor output voltage is linearly related to the magnet displacement.

[0050] Specifically, in Figure 12 In the diagram, the gray plate represents the Hall element, the red line represents the constant current, and the red circle represents the power source for the Hall element. The Hall element, as a conductor, is subjected to a magnetic field (e.g., a uniform magnetic field) in the vertical direction, indicated by the yellow arrow. This generates a voltage difference across the conductor, represented by the light green line and circle, which varies with the strength of the magnetic field.

[0051] against Figure 13 Hall effect rotation sensing uses the Hall effect principle to measure angles. The circular magnet has left and right N poles and S poles. When the magnet rotates to a certain angle, the IC (integrated circuit for sensors) detects the magnetic induction intensity in the X and Y directions of the magnetic field at that moment, and calculates the actual angle of the magnetic field using the formula arctan(Bx / By).

[0052] One specific implementation scenario involves a radially magnetized ring or sector magnet fixed on a rotating shaft, rotating with the shaft. Hall elements are fixed around the magnet to detect changes in the tangential component of the magnetic field. Measurement methods can include the single-Hall element method and the dual-Hall differential method. In the single-Hall element method, the magnetic field direction changes periodically as the magnet rotates, and the Hall voltage fluctuates sinusoidally; the angle is calculated using inverse trigonometric functions. In the dual-Hall differential method, two Hall elements are placed orthogonally, outputting sine and cosine signals with a 90° phase difference; the angle is calculated using inverse trigonometric functions. This method can eliminate the influence of magnetic field strength fluctuations.

[0053] against Figure 14 Hall linear sensing utilizes the Hall principle to measure displacement. When current flows through the Hall element and a magnetic field B is applied perpendicular to the current direction, charge carriers are deflected by the Lorentz force, generating a Hall voltage V across the element. The magnetic field strength is proportional to the Hall voltage. As an object moves, the magnetic field strength at the location of the Hall element changes linearly with displacement. The Hall voltage has a linear relationship with displacement.

[0054] One specific implementation scenario involves fixing a magnet (permanent magnet or electromagnet) to a moving object, keeping it parallel to the Hall element. The magnet can be designed with a gradient magnetic field (such as a wedge magnet or a specific magnetization direction), causing the magnetic field strength to change linearly along the displacement direction. The IC can detect the magnetic induction intensity in both the X and Y directions of the magnetic field and can calculate the displacement.

[0055] Combination Figures 1 to 4 It can also be seen that the electronic brake pedal 100 includes a first spring 5 and a base 6. The first motion unit 2 includes a shaft 21 fixedly connected to the pedal cover 1 and a sliding member 22 fixedly connected to the shaft 21. The shaft 21 is movably disposed in the base 6. The first spring 5 abuts against the sliding member 22 and the base 6. The sliding member 22 is connected to the second motion unit 3 in a transmission manner.

[0056] The first spring provides feedback force to the driver, offering a pedal feel and damping sensation during braking. It also prevents pedal wobbling due to mechanical clearance, improving driving comfort. Therefore, the spring's stiffness coefficient and force feedback characteristics can be adjusted by designing its material, size, shape (straight or conical), number, and series / parallel connections. Furthermore, the first spring provides a restoring force; when the driver releases the pedal, it provides a spring force to return the sliding and axle components to their initial position, facilitating the next braking action.

[0057] The base provides a mounting position for the entire electronic brake pedal. For example, the brake pedal can be mounted on the cockpit floor via the base; this mounting method can also be called floor mounting. For this purpose, the base can be exemplarily designed with a locating pin 64 and a fixing hole 65, which can be respectively provided at one end of the base to achieve an opposing arrangement. The locating pin and fixing hole are used to mate with corresponding components on the floor to achieve the positioning and installation of the base.

[0058] The design of the shaft facilitates the visualization of pedal travel; that is, the displacement of the shaft corresponds to the pedal travel. The slider is responsible for transmitting this displacement to the second motion unit. Furthermore, the pedal force is directly transmitted from the pedal cover to the slider via the shaft, making the motion transmission process rapid.

[0059] for Figure 3 and Figure 4 In addition to the embodiment shown, it is also possible for the base 6 to have a support frame 63, the slider 22 to have an inclined surface 221 at an angle relative to the axial direction of the shaft 21, the second motion unit 3 to include a slide rod 33 and a second spring 34, one end of the slide rod 33 abutting against the inclined surface 221, the second spring 34 abutting between the other end of the slide rod 33 and the base 6, the metal body 31 and the magnet 32 ​​to be disposed on the slide rod 33, the support frame 63 to support the slide rod 33 and the slide rod 33 to be able to move linearly along the support frame 63.

[0060] Therefore, this technical solution converts the axial pedal travel into the longitudinal travel of the slide rod, thus fully utilizing the space in the second direction for motion conversion and sensor unit design, while eliminating any additional burden in the axial direction. The support frame serves the dual function of supporting the slide rod and guiding its motion, ensuring its stability along the second direction. Here, the motion conversion is achieved simply through the inclined surface design of the slider. Exemplarily, the second direction is the direction at an angle to the axial direction of the shaft. The second spring provides a reset function for the slide rod and can also absorb impact vibrations, improving the stability of the device. Similarly, the number, series / parallel connection method, shape, material, and size of the second springs can be designed to adjust the desired stiffness coefficient.

[0061] The slide bar should be interpreted broadly. For example, the metal body is constructed in the shape of a plate, and the slide bar has a rectangular frame 331 for arranging the plate. At the end facing the second spring, the slide bar has a hollow square receiving structure 332. Furthermore, to limit and guide the extension and retraction of the second spring, for example, the inner wall of the base is constructed with an inwardly extending columnar spring seat 66, and the right end of the second spring is fitted onto this spring seat.

[0062] It should be understood that the shape of the metal body is merely exemplary; it can also be constructed in an arc shape or even an irregular shape, as long as it can generate effective eddy currents with the coil on the circuit board at a certain distance, thereby affecting the magnetic field of the original coil. Those skilled in the art can determine the shape of the metal body according to actual engineering needs, such as simulating what kind of eddy currents a specific shape can generate at a certain gap, and how it affects the resistance and output voltage in the receiving coil, and make reasonable judgments based on the simulation results.

[0063] In combination Figure 1 and Figure 2 In another embodiment shown, the slider 22 is configured with a joint 222, the second motion unit 3 includes a rotating rod 35 and a torsion spring 36, the joint 222 is engaged with the rotating rod 35, one end of the torsion spring 36 is connected to the rotating rod 35, and the other end is fixedly disposed, the metal body 31 and the magnet 32 ​​are disposed on the rotating rod 35.

[0064] Therefore, this technical solution utilizes the design of the joint and the rotating rod to convert the linear motion of the pedal stroke into the rotational motion of the rotating rod, which rotates, for example, with its end abutting against the torsion spring as its axis. This method can significantly save the footprint of the entire pedal, improving compactness, especially in terms of effective control in the axial and length directions. The torsion spring provides the rotating rod with the functions of reset and vibration absorption. For this purpose, the sliding member is exemplarily constructed as an L-shaped structure, with its horizontal side used for fixed connection with the pedal cover or shaft and abutting against the first spring, and its vertical side used to construct the joint and cooperate with the rotating rod, thus achieving motion transmission in a simple and compact manner. For this purpose, the rotating rod can be constructed, for example, as a rod-shaped structure with a longitudinal groove 351 formed in the middle, providing travel space for the joint, which can engage into the longitudinal groove, and the longitudinal groove can also be used to fix the rotating rod.

[0065] In some embodiments of this disclosure, the base 6 is provided with a rubber structure 61 and a shaft support portion 62 arranged within the rubber structure 61, the first spring 5 abuts against the rubber structure 61 and the sliding member 22, and the shaft member 21 is movably disposed within the shaft support portion 62.

[0066] The rubber structure has a certain degree of elasticity, and therefore, together with the first spring, it can provide the driver with force feedback for pedal feel. The shaft support is used to support the shaft and stabilize its movement. For example, the shaft support has a large diameter, and the shaft extends into the shaft support; both can be constructed as cylinders. Therefore, the shaft can undergo guided relative displacement along the axial direction within the shaft support, and simultaneously return to its original position with the aid of the first spring.

[0067] In addition, the rubber structure and the first spring together also function to absorb vibrations, such as high-frequency and mid-frequency vibrations. This also reduces the noise level generated during pedal operation. Depending on the actual pedal feel requirements, the rubber structure and the first spring can be connected in series or in parallel.

[0068] The electronic brake pedal 100 also includes a housing 7, which is fitted onto the base 6 and spaced apart from the pedal cover 1. The shaft 21 extends partially outside the housing 7, and the slider 22, the second motion unit 3, and the sensor unit 4 are arranged inside the housing 7.

[0069] The housing provides protection and a stable operating environment for its internal components, and also provides a base for arranging or fixing components such as sensor units, rotating rods, and torsion springs. For example, Figure 16 A partial diagram of the housing according to this disclosure, showing the engagement relationship between the rotating rod and the torsion spring, is shown. As can be seen from the diagram, the housing has an inwardly extending support 72 on its inner wall. The torsion spring abuts against both the rotating rod and the inner wall of the housing, and is sleeved on the support. Thus, the support provides support and limitation for the torsion spring, facilitating its return function to the rotating rod. Furthermore, the end of the rotating rod that abuts against the torsion spring is also sleeved on the support, which acts as the pivot of the rotating rod, supporting its rotational movement. In this way, a support design for the second motion unit is achieved in a cost-effective manner.

[0070] Regarding the shaft and sliding member, the top 74 of the housing has a through hole through which the shaft passes, and the sliding member abuts against the inner wall of the top of the housing. For example, to achieve a fixed connection between the shaft and the sliding member, the pedal includes a nut 9, which is threaded to the shaft and abuts against the lower surface of the sliding member. The sliding member has an opening through which the shaft passes, and the shaft has a stepped portion 211 on its outer circumferential surface, on which the sliding member engages. Thus, the shaft and the sliding member are fixed together, allowing them to move together. Also, for example, to further limit and guide the movement of the shaft in its upper portion, a second shaft support 73 can be inserted into the through hole at the top of the housing. The stepped portion of the shaft is formed by outer circumferential portions of different outer diameters, with the larger outer diameter portion engaging with the second shaft support.

[0071] Alternatively, the housing 7 may have a sensor housing 71, in which the sensor unit 4 is disposed and positioned opposite the metal body 31 and the magnet 32. Thus, in addition to providing protection and a stable environment, the housing also provides space for the sensor unit. Specifically, the sensor housing may be configured as a square structure with one side open, capable of matching the shape of the circuit board of the sensor assembly.

[0072] The electronic brake pedal 100 also includes a connector 8, which is electrically and signal-connected to the sensor unit 4 and is fixed to the housing 7. The connector transmits the output signal from the sensor unit outwards, for example, to the vehicle's electronic control system for subsequent brake control. The connector also provides power to the sensor unit, thus achieving multiple functions. For this purpose, the location of the connector on the housing corresponds to the location of the sensor housing within the housing, allowing for better mating of the connector pins with the circuit board of the sensor unit.

[0073] Figure 15 An electronic architecture diagram of a brake-by-wire system according to the present disclosure is shown.

[0074] This disclosure also relates to a brake-by-wire system 1000, wherein the brake-by-wire system 1000 includes any of the aforementioned electronic brake pedals 100. Thus, the brake-by-wire system of this disclosure integrates various embodiments and corresponding technical effects of electronic brake pedals, which will not be elaborated further here.

[0075] exist Figure 15 In the diagram, light and dark gray blocks represent the grounding terminals, and light and dark gray lines represent the grounding wires; red and blue blocks represent the power supply voltage, and red and blue lines represent the power supply lines; dark green and light green blocks represent the signal connection terminals, and dark green and light green dashed lines represent the signal lines. A green double arrow indicates support for switching pedal signals, facilitating monitoring.

[0076] In addition, the right side of the figure also shows the power supply 102 for the ECU. This power supply can be the vehicle power supply or a separate power supply. The power supply can simultaneously supply power to the two ECU components in the figure (brake-by-wire actuator control unit 103 and electronic stability program control unit 104), or it can be supplied by two separate power supplies.

[0077] This disclosure does not impose any specific limitations on the signal transmission protocol. As an example only, the signal transmission uses the SENT protocol. It should be understood that by combining single-edge encoding, pulse width modulation, and CRC checksum technology, the SENT protocol achieves a balance between anti-interference, low cost, and high precision in automotive electronics, making it a viable communication solution for brake-by-wire systems.

[0078] The figure also shows that each sensor assembly includes two sensing points, such as the first sensing point 411 and the second sensing point 412. In other words, the sensor assembly itself has redundancy, and can operate normally using the other sensing point if one of the sensing points fails.

[0079] In addition, the second sensor assembly based on the Hall effect principle includes a wake-up module 421. This module is electrically connected to the outside via a connector through the power supply voltage (represented by the light blue line) and the ground (represented by the dark line), and its wake-up output signal is transmitted to the outside via the connector through the wake-up output signal line (represented by the light dashed line). It should be understood that the wake-up module can be triggered after the pedal has traveled a certain distance, thereby activating the entire brake-by-wire system for energy efficiency reasons.

[0080] Wake-up modules can be based on the Hall effect principle, for example. Those skilled in the art will understand how to specifically construct a wake-up module. For instance, a wake-up module includes a Hall element and signal processing circuitry. When the pedal is pressed, it generates a Hall potential difference. The processing circuitry sets a trigger threshold to define the magnitude of the Hall potential difference (equivalent to pedal travel). When the threshold is met, the wake-up module is triggered, outputting a high or low level to activate the brake-by-wire system. Wake-up modules designed based on the Hall effect principle offer advantages in terms of anti-interference capability, response speed, integration, and lifespan.

[0081] It should be understood that all the above preferred embodiments are exemplary and not restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of this disclosure should be within the legal protection scope of this disclosure.

Claims

1. An electronic brake pedal (100), characterized in that, The electronic brake pedal (100) includes a pedal cover (1) for interaction with the driver, a first motion unit (2) fixedly connected to the pedal cover (1), a second motion unit (3) drivenly connected to the first motion unit (2), and a sensor unit (4). The sensor unit (4) is used to sense the position of the second motion unit (3) and output an electrical signal to the vehicle's electronic control unit (101). During braking, the first motion unit (2) performs linear motion along a first direction, and the second motion unit (3) performs linear motion along a second direction or performs rotational motion.

2. The electronic brake pedal (100) according to claim 1, characterized in that, The second motion unit (3) includes a metal body (31) and a magnet (32). The sensor unit (4) includes a first sensor assembly (41) and a second sensor assembly (42). The first sensor assembly (41) senses the position of the metal body (31) based on the eddy current principle, and the second sensor assembly (42) senses the position of the magnet (32) based on the Hall principle.

3. The electronic brake pedal (100) according to claim 2, characterized in that, The electronic brake pedal (100) includes a first spring (5) and a base (6). The first motion unit (2) includes a shaft (21) fixedly connected to the pedal cover (1) and a sliding member (22) fixedly connected to the shaft (21). The shaft (21) is movably disposed in the base (6). The first spring (5) abuts against the sliding member (22) and the base (6). The sliding member (22) is drive-connected to the second motion unit (3).

4. The electronic brake pedal (100) according to claim 3, characterized in that, The base (6) is constructed with a support frame (63), the sliding member (22) is constructed with an inclined surface (221) at an angle relative to the axial direction of the shaft (21), the second motion unit (3) includes a slide rod (33) and a second spring (34), one end of the slide rod (33) abuts against the inclined surface (221), the second spring (34) abuts against the other end of the slide rod (33) between the base (6), the metal body (31) and the magnet (32) are disposed on the slide rod (33), the support frame (63) supports the slide rod (33) and the slide rod (33) can move linearly along the support frame (63).

5. The electronic brake pedal (100) according to claim 3, characterized in that, The sliding member (22) is configured with a joint (222). The second motion unit (3) includes a rotating rod (35) and a torsion spring (36). The joint (222) is engaged with the rotating rod (35). One end of the torsion spring (36) is connected to the rotating rod (35), and the other end is fixedly disposed. The metal body (31) and the magnet (32) are disposed on the rotating rod (35).

6. The electronic brake pedal (100) according to claim 3, characterized in that, The base (6) is provided with a rubber structure (61) and a shaft support (62) arranged within the rubber structure (61). The first spring (5) abuts against the rubber structure (61) and the sliding member (22). The shaft member (21) is movably arranged within the shaft support (62).

7. The electronic brake pedal (100) according to claim 3, characterized in that, The electronic brake pedal (100) also includes a housing (7) which is fitted onto the base (6) and spaced apart from the pedal cover (1). The shaft (21) extends partially outside the housing (7). The slider (22), the second motion unit (3) and the sensor unit (4) are arranged inside the housing (7).

8. The electronic brake pedal (100) according to claim 7, characterized in that, The housing (7) is configured with a sensor housing (71), and the sensor unit (4) is arranged in the sensor housing (71) and is opposite to the metal body (31) and the magnet (32).

9. The electronic brake pedal (100) according to claim 7, characterized in that, The electronic brake pedal (100) also includes a connector (8) which is electrically and signal connected to the sensor unit (4) and is fixed to the housing (7).

10. A brake-by-wire system (1000), characterized in that, The brake-by-wire system (1000) includes an electronic brake pedal (100) according to any one of claims 1 to 9.

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