An electronic accelerator pedal assembly

Abstract

The application belongs to the technical field of accelerator pedals, and discloses an electronic accelerator pedal assembly, which comprises an accelerator pedal, a sensor for identifying the position of the accelerator pedal, a first spring arranged between the accelerator pedal and a mounting seat, a post-treading centrifugal type identifier for the accelerator pedal, a centrifugal force identifier for identifying the action of mistakenly treading the accelerator pedal and generating a mistaken treading electric signal, and an actuator for stopping the accelerator pedal opening from continuously increasing when receiving the mistaken treading electric signal.The centrifugal type identifier directly senses the angular velocity change of the accelerator pedal movement through a physical mechanical structure, triggers the actuator as soon as the set threshold is exceeded, and prevents the accelerator pedal opening from continuously increasing, which can directly and quickly suppress the danger at the critical moment.The present application has a more direct effect and a faster response speed than the existing electronic scheme which relies on sensors to collect data and then uses software to judge, and is not affected by the complexity of software logic.

Description

Technical Field

[0001] This invention belongs to the field of accelerator pedal technology, specifically an electronic accelerator pedal assembly. Background Technology

[0002] As a core input component of modern automotive engine control systems, the electronic throttle pedal converts the driver's pedal input into electrical signals, which are then transmitted to the electronic control unit (ECU) to control the engine's air intake and fuel injection, thereby regulating vehicle speed. With the increasing electrification of automobiles, traditional cable-operated throttles are gradually being replaced by electronic throttles. This not only improves fuel economy but also makes functions such as cruise control and vehicle stability control more convenient.

[0003] However, existing electronic accelerator pedal technology still presents significant safety hazards in practical use, primarily in the event of accidental accelerator pedal presses. Current electronic accelerator pedals mainly rely on position sensors to detect pedal opening. When a driver is nervous, fatigued, or experiences a sudden emergency (such as mistaking the accelerator for the brake and slamming on it), the pedal will rapidly rotate to its widest opening position. This means the signal has been issued, and the vehicle is already showing signs of acceleration. In an emergency braking situation, this erroneous acceleration signal will conflict with the driver's braking intention, leading to a longer braking distance and potentially causing a serious traffic accident. Furthermore, some existing technologies attempt to alert the driver by improving the pedal feel (such as increasing the stiffness of the return spring), but this does not physically prevent the pedal from being pressed further. If the driver, in a panicked state, overcomes the resistance and continues to press the pedal deeply, the danger remains unavoidable. Summary of the Invention

[0004] The purpose of this invention is to provide an electronic throttle pedal assembly to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: an electronic accelerator pedal assembly, comprising: a mounting base, the mounting base having a first cavity inside; an accelerator pedal, the upper part of which is rotatably mounted inside the first cavity; a sensor for identifying the position of the accelerator pedal; a first spring disposed between the accelerator pedal and the mounting base for resetting the accelerator pedal after it is pressed; a centrifugal identifier, the centrifugal identifier comprising a first rod, the front end of which is fixedly connected to a one-way engaging member, which identifies the action of accidentally pressing the accelerator pedal by the magnitude of centrifugal force and generates an accidental pressing electrical signal; and an actuator that, upon receiving the accidental pressing electrical signal, prevents the accelerator pedal opening from increasing further.

[0006] Because of the above-mentioned features, the centrifugal identifier of the present invention directly senses the angular velocity change of the accelerator pedal movement through a physical mechanical structure. Once the pedal speed exceeds the threshold set by the one-way engagement component, the actuator is immediately triggered to prevent the accelerator pedal opening from continuing to increase. It can directly and quickly curb danger in critical moments. Compared with existing electronic solutions that rely on sensors to collect data and then make judgments by software, this solution is more direct, has a faster response speed, and is not affected by the complexity of software logic. Attached Figure Description

[0007] Figure 1 This is a schematic diagram of the overall appearance of the invention; Figure 2 This is a half-sectional schematic diagram of the mounting base of the present invention; Figure 3 This is a half-sectional schematic diagram of the cylindrical body of the present invention; Figure 4 This is a schematic diagram of the centrifugal identifier structure of the present invention; Figure 5 for Figure 4 Enlarged view of point A in the middle; Figure 6 This is a half-sectional schematic diagram of the unidirectional meshing component of the present invention; Figure 7 This is an exploded view of part of the centrifugal identifier of the present invention.

[0008] In the diagram: 100, mounting base; 110, first cavity; 120, second cavity; 130, first oil passage; 140, third cavity; 150, second oil passage; 200, accelerator pedal; 210, pedal arm; 220, pedal pad; 230, first block; 240, gear plate; 300, sensor; 400, first spring; 500, centrifugal sensor; 510, first rod; 520, first gear; 530, one-way meshing element; 5 31. First disc; 532. First groove; 533. First toothed block; 534. Second spring; 540. First toothed disc; 541. First toothed groove; 542. First through hole; 550. Permanent magnet; 551. First disc; 560. First ring; 561. Second through hole; 570. Induction coil; 600. Actuator; 610. Cylinder; 620. Second rod; 630. Electronic push rod; 640. First column; 650. Through hole. Detailed Implementation

[0009] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. 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.

[0010] Some existing technologies attempt to alert the driver by improving the pedal feel (such as increasing the stiffness of the return spring), but this cannot directly prevent the pedal from being pressed further at a physical level. If the driver overcomes the resistance and continues to press the pedal harder in a panicked state, the danger cannot be avoided.

[0011] To address the problems of the prior art as pointed out in the background art, this invention discloses an electronic accelerator pedal assembly, comprising: like Figure 1 As shown, the mounting base 100 has a first cavity 110 inside; Accelerator pedal 200, the upper part of which is rotatably mounted inside the first cavity 110; Sensor 300 is used to identify the position of accelerator pedal 200; The first spring 400 is disposed between the accelerator pedal 200 and the mounting base 100 and is used to reset the accelerator pedal 200 after it is pressed. Centrifugal Identifier 500 includes a first rod 510, with a one-way engagement member 530 fixedly connected to the front end of the first rod 510. It identifies the action of accidentally stepping on the accelerator pedal 200 by the magnitude of centrifugal force and generates an accidental stepping electrical signal. like Figure 2 As shown, when actuator 600 receives an electrical signal indicating that the pedal has been accidentally pressed, it prevents the accelerator pedal 200 from opening further.

[0012] Because of the above-mentioned features, the centrifugal identifier 500 of the present invention directly senses the angular velocity change of the accelerator pedal 200 through a physical mechanical structure. Once the pedal speed exceeds the threshold set by the one-way engagement member 530, the actuator 600 is immediately triggered to prevent the accelerator pedal opening from continuing to increase. It can directly and quickly curb danger in critical moments. Compared with existing electronic solutions that rely on sensors to collect data and then make judgments by software, this solution is more direct, has a faster response speed, and is not affected by the complexity of software logic.

[0013] The following describes in detail the specific implementation methods for achieving the above-mentioned technical features and the effects that can be further produced.

[0014] In one specific implementation, such as Figure 2As shown, the accelerator pedal 200 includes a pedal arm 210, which is located inside the first cavity 110 and is rotatably connected to the inner wall of the first cavity 110 via a rotating pin. A pedal pad 220 is fixedly installed at the bottom end of the pedal arm 210, and the surface of the pedal pad 220 is provided with multiple anti-slip protrusions. A first block 230 is fixedly connected to the top end of the pedal arm 210, and a toothed plate 240 is fixedly connected to the right side of the pedal arm 210. The toothed plate 240 is arc-shaped. It should be noted that pressing down on the pedal pad 220 will cause the pedal arm 210 to rotate, which in turn causes the first block 230 and the toothed plate 240 to rotate as well. The sensor 300 will detect the rotation angle between the pedal arm 210 and its initial position in real time.

[0015] like Figure 4 As shown, in one specific embodiment, the first rod 510 is rotatably connected to the mounting base 100, and the front end of the first rod 510 penetrates the mounting base 100 and protrudes, as shown. Figure 2 As shown, the first rod body 510 is fixedly connected to the first gear 520 in the middle of the first cavity 110, and the first gear 520 meshes with the toothed plate 240; It should be noted that when the pedal arm 210 drives the toothed plate 240 to rotate, it will drive the first rod 510 through the first gear 520, and drive the one-way meshing member 530 to rotate.

[0016] like Figure 6 As shown, in a specific embodiment, the one-way engagement member 530 includes a first disk 531. The first disk 531 is fixedly connected to the first rod 510 exposed at the front end of the mounting base 100. The first disk 531 has two symmetrical first grooves 532 inside. A first tooth block 533 is slidably connected inside the first groove 532. A second spring 534 is provided between the first tooth block 533 and the first groove 532. The inner end of the second spring 534 is fixedly connected to the groove wall of the first groove 532, and the outer end is fixedly connected to the first tooth block 533. It should be noted that when the pedal pad 220 is normally stepped on, the pedal arm 210 rotates slowly. At this time, the toothed plate 240 rotates slowly, and the first gear 520 rotates slowly. Through the first rod 510, the first disc 531 rotates. Because the rotation speed is relatively slow, the centrifugal force on the first toothed block 533 is small, and only the second spring 534 is slightly pulled, so that the part of the first toothed block 533 exposed in the first groove 532 is small. However, if the step is sudden and violent, the pedal arm 210 will rotate rapidly. Through the toothed plate 240 and the first gear 520, the first disc 531 will rotate rapidly, and the centrifugal force on the first toothed block 533 will be large, and the second spring 534 will be violently pulled, so that the part of the first toothed block 533 exposed in the first groove 532 is larger.

[0017] In one specific implementation, such as Figure 6 As shown, the centrifugal identifier 500 also includes a first toothed disc 540, which is rotatably connected to the mounting base 100 and has resistance, and is coaxial with the first disc 551, as shown. Figure 7 As shown, the front of the first toothed disk 540 is provided with a first toothed groove 541 and a plurality of first through holes 542. The first toothed groove 541 is adapted to the first toothed block 533. A permanent magnet 550 is fixedly installed inside the first through hole 542. The first disk 531 is located inside the first toothed groove 541. It should be noted that during normal pedaling, the portion of the first toothed block 533 exposed above the first groove 532 is small, which prevents the first toothed block 533 from contacting the first tooth groove 541. The transmission from the first disc 551 to the first toothed disc 540 is insufficient to overcome the resistance between the first toothed disc 540 and the mounting base 100, thus preventing the first toothed disc 540 from rotating. However, during accidental pedaling, the portion of the first toothed block 533 exposed above the first groove 532 is larger, allowing the first toothed block 533 to mesh with the first tooth groove 541. The transmission from the first disc 551 to the first toothed disc 540 is sufficient to overcome the resistance between the first toothed disc 540 and the mounting base 100, thereby driving the first toothed disc 540 and subsequently rotating multiple permanent magnets 550. When the accelerator pedal 200 is reset, although the first toothed block 533 experiences centrifugal force, it will not mesh with the first tooth groove 541.

[0018] During normal pedaling, the pedal speed is relatively slow, and the centrifugal force of the first tooth block 533 is insufficient to overcome the elastic force of the second spring 534. Therefore, the first tooth block 533 will not mesh with the first gear plate 540, and the pedal movement is not affected in any way, ensuring normal driving feel and smoothness. Only when a sudden and violent accidental pedaling causes the speed to exceed the threshold will the first tooth block 533 be thrown out and mesh with the first gear plate 540. There is a precise physical threshold setting, which effectively avoids misjudgment by the system under normal rapid acceleration or bumpy road conditions.

[0019] In one specific embodiment, the centrifugal identifier 500 further includes a first ring 560, which is fixedly connected to the mounting base 100. The first ring 560 has a plurality of second through holes 561 inside, and an induction coil 570 is fixedly connected inside the second through holes 561. The first toothed disc 540 is rotatably connected to the first ring 560. When the pedal is accidentally pressed, multiple permanent magnets 550 on the first gear plate 540 are driven to rotate, thereby causing the magnetic field generated by them to cut the induction coil 570, which in turn generates an induced current in the induction coil 570, and then generates an electrical signal. This electrical signal is transmitted to the actuator 600 and the braking system to achieve vehicle braking.

[0020] In one specific implementation, such as Figure 3 As shown, the actuator 600 includes a cylinder 610, and a second rod 620 is movably sleeved inside the cylinder 610. The left end of the second rod 620 is fixedly connected to the first block 230, and the right end of the cylinder 610 is fixedly connected to the inner wall of the first cavity 110. It should be noted that both the cylinder 610 and the second rod 620 are arc-shaped. When the first block 230 rotates, it will cause the second rod 620 to penetrate deeper into the cylinder 610 and compress the first spring 400. When not stepped on, the first spring 400 will push the first block 230 to rotate in the opposite direction and pull out the second rod 620.

[0021] In one specific implementation, such as Figure 3 As shown, the mounting base 100 has a second cavity 120, a first oil passage 130, a third cavity 140, and a second oil passage 150 inside. The bottom of the second cavity 120 and the top of the third cavity 140 are connected through the first oil passage 130, and the top of the third cavity 140 is connected to the inside of the cylinder 610 through the second oil passage 150.

[0022] In one specific implementation, such as Figure 3 As shown, the actuator 600 also includes an electronic push rod 630 installed inside the third cavity 140. The telescopic end of the electronic push rod 630 is fixedly connected to a first column 640. The first column 640 is slidably connected to the top of the third cavity 140, and the two have good sealing performance. A through hole 650 is opened inside the first column 640. In the initial state, the first oil passage 130 and the second oil passage 150 are connected through the through hole 650. When the centrifugal identifier 500 generates an electrical signal, the electronic push rod 630 will extend during operation, driving the first column 640 to move upward, causing the through hole 650 to misalign with the first oil passage 130 and the second oil passage 150, thus interrupting the flow between the first oil passage 130 and the second oil passage 150. After the electrical signal disappears, the electronic push rod 630 shortens and resets, thereby driving the first column 640 to move downward, so that the first oil passage 130 and the second oil passage 150 are reconnected through the through hole 650.

[0023] In one specific implementation, the interiors of the cylinder 610, the first oil passage 130, and the second oil passage 150 are filled with hydraulic medium, and the interior of the second cavity 120 is filled with an appropriate amount of hydraulic medium, which can be hydraulic oil. When the accelerator pedal is pressed normally, the first block 230 will squeeze the hydraulic oil inside the cylinder 610 through the second rod 620. The hydraulic oil flows back into the second cavity 120 through the second oil passage 150, the through hole 650, and the first oil passage 130. When the accelerator pedal is reset, the first spring 400 will push the first block 230 to reset, thereby cooperating with the cylinder 610 to draw the hydraulic oil inside the second cavity 120 through the second oil passage 150, the through hole 650, and the first oil passage 130. When the pedal is accidentally pressed, the electronic push rod 630 will extend and drive the first column 640 to move upward, thereby blocking the backflow of hydraulic oil inside the cylinder 610, preventing the first block 230 from continuing to rotate, and thus preventing the accelerator pedal 200 from being pressed. During normal pedaling, hydraulic oil flows between the chambers, providing smooth damping and cushioning, thus optimizing the driving feel. When accidentally pedaled, the electronic push rod 630 pushes the first column 640 to displace, instantly blocking the oil circuit and achieving rigid locking by utilizing the incompressible properties of hydraulics.

[0024] This solution links the centrifugal detector 500 with the actuator 600. When a high-frequency, violent misoperation is detected, the actuator 600 locks the pedal physically by cutting off the flow of hydraulic medium, preventing it from increasing the opening. This method directly cuts off the driver's misoperation from both mechanical and hydraulic levels, which is more direct and reliable than purely electronic intervention and can completely prevent the vehicle from losing control in extreme situations.

[0025] Working principle: When the pedal is accidentally pressed, pressing down on the pedal pad 220 will cause the pedal arm 210 to rotate, which in turn causes the first block 230 and the toothed plate 240 to rotate. When the toothed plate 240 rotates, it will drive the first rod 510 through the first gear 520. After being transmitted through the first rod 510, the first disc 531 will rotate rapidly, causing the first toothed block 533 to experience a large centrifugal force, which will forcefully pull the second spring 534, causing a larger portion of the first toothed block 533 to protrude from the first groove 532. This causes the first tooth block 533 to mesh with the first tooth groove 541, thereby driving the first tooth disk 540, which in turn drives multiple permanent magnets 550 to rotate, thereby generating an electrical signal. This electrical signal is transmitted to the electronic push rod 630 and the braking system to achieve vehicle braking. The electronic push rod 630 will extend and drive the first column 640 to move upward, thereby blocking the backflow of hydraulic oil inside the cylinder 610, preventing the first block 230 from continuing to rotate, and thus preventing the accelerator pedal 200 from being pressed.

[0026] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0027] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An electronic throttle pedal assembly, characterized in that, include: Mounting base (100), the mounting base (100) has a first cavity (110) inside; An accelerator pedal (200) is rotatably mounted inside a first cavity (110); A sensor (300) is used to identify the position of the accelerator pedal (200); The first spring (400) is located between the accelerator pedal (200) and the mounting base (100) and is used to reset the accelerator pedal (200) after it is pressed. Centrifugal Recognition Device (500) includes a first rod (510), with a one-way engagement member (530) fixedly connected to the front end of the first rod (510). The device identifies the action of accidentally stepping on the accelerator pedal (200) by the magnitude of centrifugal force and generates an accidental stepping electrical signal. When the actuator (600) receives the erroneous pedal signal, it prevents the accelerator pedal (200) from opening further.

2. The electronic throttle pedal assembly according to claim 1, characterized in that: The accelerator pedal (200) includes a pedal arm (210), which is located inside the first cavity (110) and rotatably connected to its inner wall. A pedal pad (220) is fixedly installed at the bottom end of the pedal arm (210), a first block (230) is fixedly connected to the top end of the pedal arm (210), and a toothed plate (240) is fixedly connected to the right side of the pedal arm (210).

3. The electronic throttle pedal assembly according to claim 2, characterized in that: The first rod (510) is rotatably connected to the mounting base (100), and a first gear (520) is fixedly connected to the middle of the first rod (510). The first gear (520) meshes with the toothed plate (240).

4. An electronic throttle pedal assembly according to claim 3, characterized in that: The one-way engagement member (530) includes a first disk (531), which is fixedly connected to a first rod (310). The first disk (531) has two first grooves (532) inside, and a first tooth block (533) is slidably connected inside the first groove (532). A second spring (534) is provided between the first tooth block (533) and the first groove (532).

5. An electronic throttle pedal assembly according to claim 4, characterized in that: The centrifugal identifier (500) also includes a first toothed disc (540), which is rotatably connected to the mounting base (100) and has resistance, and is coaxial with the first disc (551). The front of the first toothed disc (540) is provided with a first tooth groove (541) and a plurality of first through holes (542). A permanent magnet (550) is fixedly installed inside the first through hole (542), and the first disc (531) is located inside the first tooth groove (541).

6. An electronic throttle pedal assembly according to claim 5, characterized in that: The centrifugal identifier (500) also includes a first ring (560), which is fixedly connected to the mounting base (100). The first ring (560) has a plurality of second through holes (561) inside, and an induction coil (570) is fixedly connected inside the second through hole (561). The first toothed disc (540) is rotatably connected to the first ring (560).

7. An electronic throttle pedal assembly according to claim 2, characterized in that: The actuator (600) includes a cylinder (610), inside which a second rod (620) is movably sleeved. The left end of the second rod (620) is fixedly connected to the first block (230), and the right end of the cylinder (610) is fixedly connected to the inner wall of the first cavity (110).

8. An electronic throttle pedal assembly according to claim 7, characterized in that: The mounting base (100) has a second cavity (120), a first oil passage (130), a third cavity (140), and a second oil passage (150) inside. The bottom of the second cavity (120) and the top of the third cavity (140) are connected through the first oil passage (130), and the top of the third cavity (140) is connected to the interior of the cylinder (610) through the second oil passage (150).

9. An electronic throttle pedal assembly according to claim 8, characterized in that: The actuator (600) also includes an electronic push rod (630) installed inside the third cavity (140). The telescopic end of the electronic push rod (630) is fixedly connected to a first column (640). The first column (640) has a through hole (650) inside. In the initial state, the first oil passage (130) and the second oil passage (150) are connected through the through hole (650). When the electronic push rod (630) extends to work, the first oil passage (130) and the second oil passage (150) are disconnected through the first column (640).

10. An electronic throttle pedal assembly according to claim 9, characterized in that: The interior of the cylinder (610), the first oil passage (130), and the second oil passage (150) is filled with hydraulic medium, and the interior of the second cavity (120) is filled with an appropriate amount of hydraulic medium.

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