Automatic gear vehicle double foot control pedal layout structure and brake priority electric control safety system

Abstract

The application discloses an automatic gear vehicle double-foot sub-control pedal layout structure and a brake priority electric control safety system, relates to the technical field of automobile ergonomics and vehicle electric control safety, and comprises a throttle pedal and a brake pedal; the throttle pedal remains the original installation position on the right side of the vehicle cab and is fixed; the brake pedal is fixedly installed on the left side of the vehicle cab from the original installation position on the right side of the vehicle cab. The application balances the control task of the double limbs, completely solves the problem of long-term overload work of the right foot, significantly reduces long-distance driving fatigue, does not need to loosen the oil and displace in emergency braking, has an extremely simple action link, effectively shortens the response time and braking distance, completely eliminates the maximum safety hazard of double-foot control through an electric control forced zero strategy, has no brake failure risk, has little hardware change, does not need overturning technical development, can be realized by relying on a mature vehicle-mounted electric control system, has low modification cost and is suitable for a wide range of vehicle models.

Description

Technical Field

[0001] This invention relates to the fields of automotive ergonomics and vehicle electronic control safety technology, specifically to a dual-foot pedal layout structure and a brake priority electronic control safety system for automatic transmission vehicles. Background Technology

[0002] Currently, the pedal layout of mass-produced automatic passenger cars in China and abroad follows the design specifications of traditional manual transmission vehicles. The accelerator pedal and brake pedal are located on the right side of the driver's cab, and the acceleration and braking operations are completed solely by the right foot. The left side is only equipped with a fixed rest pedal and has no control function.

[0003] The existing design has several structural flaws:

[0004] 1. All the vehicle's control load is concentrated on the driver's single lower limb. Long-term driving can easily cause muscle fatigue in the right foot, ankle strain, decreased operational stability, and poor ergonomics.

[0005] 2. In emergency braking situations, the right foot must complete multiple steps of "releasing the accelerator - shifting laterally - pressing the brake", which results in a significant operation delay, long braking response time, and low risk avoidance efficiency.

[0006] 3. Some drivers spontaneously adopt the habit of using their left foot to brake and their right foot to accelerate, but the vehicle lacks the corresponding hardware structure and electronic control protection, which makes it very easy for the accelerator and brake to be pressed at the same time, causing serious safety hazards such as superposition of power and braking, vehicle jerking, and brake failure.

[0007] In the current technology, there is no complete adaptation solution for independent braking on the left side, independent throttle on the right side, and electronically controlled forced zero-reset protection. The industry lacks a mature, safe, and mass-producible automatic transmission dual-foot control system. Summary of the Invention

[0008] The purpose of this invention is to provide a dual-foot pedal layout structure and a brake priority electronic control safety system for automatic transmission vehicles, which solves the problems of unreasonable pedal layout, imbalance between human and machine load, slow emergency braking response, and safety hazards of dual-foot operation in existing automatic transmission vehicles.

[0009] To achieve the above objectives, the present invention provides the following technical solution:

[0010] An automatic transmission vehicle dual-foot separate control pedal layout structure includes an accelerator pedal and a brake pedal; the accelerator pedal retains its original installation position on the right side of the driver's cab and its position is fixed, serving as the vehicle's only acceleration control mechanism, and is independently controlled by the driver's right foot; the brake pedal is moved from its original installation position on the right side of the driver's cab to an empty area on the left side of the driver's cab and fixedly installed, serving as the vehicle's only braking control mechanism, realizing a dual-foot separate control layout where the right foot independently controls the accelerator and the left foot independently controls the brake, with the driver's left foot being the sole control.

[0011] The left and right pedals are independent of each other, have a single function, and a fixed division of labor: the right foot is dedicated to controlling the accelerator, and the left foot is dedicated to controlling the brake.

[0012] This structure only optimizes the cab pedal bracket, installation position, and sensor transmission structure, without altering the brake master cylinder, brake lines, calipers, or wheel actuators. The original vehicle braking performance and power system are fully preserved, and the overall vehicle safety qualification is not affected.

[0013] This invention also provides the following technical solutions:

[0014] A brake priority electronic control safety system for an automatic transmission vehicle with a dual-foot separate control pedal layout includes a vehicle controller. The vehicle controller is signal-connected to the accelerator pedal and the brake pedal to collect accelerator pedal depressing signals and brake pedal depressing travel signals in real time.

[0015] The vehicle control logic prioritizes the brake signal over the accelerator signal. When the vehicle controller detects that the brake pedal travel has reached the system's preset threshold, it immediately forces the accelerator pedal's acceleration output signal to zero, cuts off the vehicle's drive motor / engine output torque, and blocks all accelerator acceleration requests.

[0016] When the brake pedal is not fully reset, the system will determine that the acceleration request is invalid regardless of the accelerator pedal's position or acceleration request state. Only when the brake pedal is fully reset and the brake signal is eliminated will the system automatically restore the accelerator pedal's acceleration control function.

[0017] This electronic control mechanism eliminates the risk of simultaneous throttle and brake operation from the ground up, ensuring that the dual-foot control mode is fully safe for mass production.

[0018] Furthermore, the system adapts to the bipedal split-control operation mode to achieve hierarchical closed-loop control under different operating conditions;

[0019] Under normal driving conditions: when the left foot is fully released from the left brake pedal and the brake signal is zero, the right foot controls the right accelerator pedal to output an acceleration signal, and the vehicle drives normally.

[0020] Deceleration and braking conditions: When the left foot presses the left brake pedal, the system immediately triggers the braking priority logic, cuts off the vehicle's driving power, and the vehicle only performs braking and deceleration actions.

[0021] Misoperation protection: When a misoperation occurs where the left foot is on the brake pedal and the right foot is on the accelerator pedal, the system prioritizes the braking signal and forcibly blocks the accelerator acceleration signal. The vehicle only performs braking deceleration to avoid the risk of accidental acceleration.

[0022] The beneficial effects of this invention are as follows:

[0023] 1. Ergonomic optimization: The control tasks are distributed evenly between both sides of the body, completely solving the problem of long-term overload on the right foot and significantly reducing fatigue during long-distance driving.

[0024] 2. Faster braking response: Emergency braking requires no release of the accelerator or movement, simplifying the action chain and effectively shortening response time and braking distance.

[0025] 3. Extremely high safety tolerance: Through the electronically controlled forced zeroing strategy, the biggest safety hazard of dual-foot operation is completely eliminated, and there is no risk of brake failure.

[0026] 4. High feasibility for mass production: Minimal hardware modifications, no need for disruptive technology development, can be achieved by relying on mature vehicle electronic control systems, low modification costs, and wide compatibility with various vehicle models.

[0027] 5. Adapting to future human-machine design trends: Breaking away from the unreasonable design inertia left by manual transmissions, providing a brand-new technical solution for the standardization and optimization of human-machine interfaces in automatic transmission vehicles.

[0028] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, the preferred embodiments of the present invention are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention.

[0030] Figure 2 This is a flowchart illustrating the overall process of an embodiment of the present invention.

[0031] Explanation of the attached diagram labels: 1. Accelerator pedal; 2. Brake pedal. Detailed Implementation

[0032] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0034] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, 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 of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0035] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0036] 1. Hardware pedal layout structure

[0037] This invention redesigns the layout of the driver's cab pedals in automatic transmission vehicles:

[0038] The original right-side accelerator pedal position remains unchanged, serving as the sole acceleration control mechanism, and is independently controlled by the driver's right foot.

[0039] The original brake pedal was moved from the right side to the left side of the driver's cab, serving as the sole brake control mechanism, and is now independently controlled by the driver's left foot.

[0040] The left and right pedals are independent of each other, have a single function, and a fixed division of labor: the right foot is dedicated to controlling the accelerator, and the left foot is dedicated to controlling the brake.

[0041] This structure only optimizes the cab pedal bracket, installation position, and sensor transmission structure, without altering the brake master cylinder, brake lines, calipers, or wheel actuators. The original vehicle braking performance and power system are fully preserved, and the overall vehicle safety qualification is not affected.

[0042] 2. Braking priority electronic control linkage safety system

[0043] This invention includes a complete vehicle electronic control protection logic design, serving as a safety fallback mechanism for bipedal control:

[0044] (1) The vehicle control unit (VCU) collects accelerator pedal signals and brake pedal signals in real time;

[0045] (2) The system sets the braking signal to have the highest priority;

[0046] (3) As soon as the brake pedal travel reaches the preset threshold, the system immediately forces the throttle output to zero and cuts off the drive torque;

[0047] (4) Regardless of the state of the accelerator pedal on the right foot, all acceleration requests are invalid;

[0048] (5) The throttle control function will be automatically restored only after the brake pedal is fully reset.

[0049] This electronic control mechanism eliminates the risk of simultaneous throttle and brake operation from the ground up, ensuring that the dual-foot control mode is fully safe for mass production.

[0050] 3. Overall working logic

[0051] Normal driving: Use your right foot to control the accelerator to accelerate, and your left foot to release the brake so the vehicle can drive normally.

[0052] Deceleration and braking: When the left foot presses the left brake pedal, the system immediately cuts off the throttle power, and the vehicle decelerates through pure braking.

[0053] In case of misoperation: If both feet are pressed on the pedals at the same time, the system will prioritize braking and disable the accelerator to ensure safe deceleration of the vehicle.

[0054] Innovation

[0055] 1. Hardware structure innovation: The brake pedal is independently located on the left side of the cab, forming a brand-new pedal layout with the accelerator pedal on the right side, which is separated by the left and right sides and the two feet are assigned to different functions.

[0056] 2. Innovative electronic control strategy: A unique linkage protection mechanism that prioritizes braking and forces the throttle to zero is created for the dual-foot control mode, eliminating the risk of pressing the accelerator and brake at the same time from the software level.

[0057] 3. Engineering Application Innovation: Without changing the core safety hardware of the vehicle, it achieves upgrades in human-machine operation efficiency and comfort, and has strong mass production feasibility.

[0058] accomplish:

[0059] 1. It enables the left and right feet to work together, balancing the load on the limbs and significantly reducing long-term driving fatigue;

[0060] 2. Eliminates lateral foot displacement during emergency braking, shortens braking response time, and improves driving safety;

[0061] 3. The safety risk of simultaneously pressing the hydraulic brake in the dual-foot control mode is completely eliminated by the electronic control priority strategy;

[0062] 4. Achieve low-cost, high-safety, and mass-producible human-machine system optimization and upgrade without altering the vehicle's core braking and power hardware.

[0063] Example 1: Basic Mass Production Version Solution

[0064] Inside the driver's seat of a standard automatic passenger car:

[0065] 1. The original throttle assembly is retained on the right side;

[0066] 2. A brand new brake pedal assembly is installed on the left side, matching the original vehicle's brake transmission structure and sensors;

[0067] 3. Write the braking priority program into the vehicle controller;

[0068] 4. Implement a complete set of safety control logics, including left foot braking, right foot accelerator, and brake priority fuel cut-off.

[0069] Example 2: Optional dual-mode switching scheme

[0070] A mode switch has been added, which includes two operating modes:

[0071] 1. Traditional single-foot mode: The right side retains the integrated hydraulic brake function, suitable for ordinary drivers;

[0072] 2. Dual-foot control mode: Enables left brake, right accelerator + electronic control priority logic, suitable for skilled drivers.

[0073] The dual-mode design is compatible with both new and old driving habits, improving the vehicle's market adaptability.

[0074] In summary, this invention provides a dual-foot pedal layout structure and a brake-priority electronic control safety system for automatic transmission vehicles. This device evenly distributes the control tasks to both sides of the body, completely solving the problem of long-term overload on the right foot and significantly reducing fatigue during long-distance driving. Emergency braking requires no release of the accelerator or movement, simplifying the action chain and effectively shortening response time and braking distance. Through an electronically controlled forced zeroing strategy, the greatest safety hazard of dual-foot operation is completely eliminated, eliminating the risk of brake failure. The hardware modifications are minimal, requiring no disruptive technology development and relying on mature onboard electronic control systems, resulting in low modification costs and wide compatibility with various vehicle models. It breaks away from the unreasonable design inertia left over from manual transmissions, providing a brand-new technical solution for the standardized optimization of the human-machine interface in automatic transmission vehicles.

[0075] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0076] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A dual-foot pedal layout structure for an automatic transmission vehicle, characterized in that, Including the accelerator pedal and the brake pedal; the accelerator pedal (1) retains the original right side installation position of the vehicle cab and the position is fixed, serving as the vehicle's only acceleration control mechanism; the brake pedal (2) is moved from the original right side installation position of the vehicle cab to the empty area on the left side of the cab and fixedly installed, serving as the vehicle's only braking control mechanism, realizing a dual-foot control layout where the right foot independently controls the accelerator and the left foot independently controls the brake.

2. A brake priority electronic control safety system based on the dual-foot separate control pedal layout structure of claim 1, characterized in that, The vehicle controller is included. The vehicle controller signal is connected to the accelerator pedal (1) and the brake pedal (2) for real-time synchronous acquisition of the accelerator pedal (1) pressing signal and the brake pedal (2) pressing stroke signal. The vehicle control logic prioritizes the brake signal over the throttle signal. When the vehicle controller detects that the brake pedal (2) has reached the system's preset threshold, it immediately forces the throttle pedal (1) to clear the acceleration output signal, cuts off the output torque of the vehicle drive motor / engine, and blocks all throttle acceleration requests. When the brake pedal (2) is not fully reset, the system will determine that the acceleration request is invalid regardless of the accelerator pedal (1) being at any depressing position or any acceleration request state; only when the brake pedal (2) is fully reset and the brake signal is eliminated will the system automatically restore the acceleration control function of the accelerator pedal (1).

3. The brake priority electronic control safety system according to claim 2, characterized in that, The system is adapted to a bipedal, separate control operation mode to achieve hierarchical closed-loop control under different working conditions; Normal driving conditions: When the left foot is completely released from the left brake pedal (2), the brake signal is zeroed, and the right foot controls the right accelerator pedal (1) to output the acceleration signal, and the vehicle drives normally. Deceleration and braking condition: When the left foot presses the left brake pedal (2), the system immediately triggers the braking priority logic, cuts off the driving power of the whole vehicle, and the vehicle only performs braking and deceleration actions; Misoperation protection condition: When a misoperation occurs where the left foot is on the brake pedal (2) and the right foot is on the accelerator pedal (1), the system prioritizes the braking signal and forcibly blocks the accelerator acceleration signal. The vehicle only performs braking deceleration to avoid the risk of accidental acceleration.

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