Combined pedal accelerator brake structure and automobile
By designing a combined pedal throttle brake structure, and using electronic control and pressure sensors to achieve automatic control of the accelerator and brake, the problem of accidental stepping of the accelerator and brake in the prior art is solved, and driving safety and operation convenience are improved.
Patent Information
- Application Number
- CN202421379810.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-17
- Publication Date
- 2025-02-07
- Estimated Expiration
- 2034-06-17
AI Technical Summary
The accelerator and brake in existing vehicles are controlled by the same foot, which can easily lead to accidentally stepping on the accelerator or brake, especially in emergencies that may cause major traffic accidents.
Design a combined pedal throttle brake structure, including an electronic throttle control base, a brake base, an upward swinging accelerator assembly and a downward swinging brake control arm. The automatic control of the throttle and brake is achieved through the pressure sensor and the pedal reset assembly, and the user only needs to Pedaling the combined pedal can achieve deceleration and acceleration.
It effectively reduces the occurrence of accidental accelerator stepping, improves driving safety, and can quickly complete the movement from slowing down to brake in emergency situations, reducing the frequency of foot change and pedaling.
Smart Images
Figure CN222432072U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile equipment, in particular to a combined pedal accelerator brake structure and an automobile. Background Art
[0002] The driving habit of existing vehicles is usually to control the accelerator and brake by stepping on the pedal with the same foot. This control method can avoid pressing the accelerator and brake pedals at the same time. However, due to the same-foot control, it is often the case that the brake is mistakenly stepped on as the accelerator or the accelerator is mistakenly stepped on as the brake. Under normal circumstances, when the brake is mistakenly mistaken for the accelerator, the driver can perceive the pedal error based on the state of the vehicle speed decreasing or the vehicle not starting, and the mistake will not cause serious consequences. However, if the accelerator is mistakenly stepped on as the brake, the vehicle will change from the expected deceleration or stop to acceleration, especially in an emergency, which may cause a major traffic accident.
[0003] According to statistics from relevant departments, traffic accidents caused by accidentally stepping on the accelerator account for more than 12% of all traffic accidents each year, which is shocking. Utility Model Content
[0004] The utility model aims to provide a combined pedal accelerator brake structure and a car, so as to alleviate the technical problem of accident caused by mistakenly stepping on the accelerator pedal in the prior art.
[0005] In a first aspect, an embodiment of the utility model provides a combined pedal throttle brake structure, including an electronic throttle control base, a brake base, a throttle assembly that swings upward to implement acceleration, and a brake control arm that swings downward to implement braking;
[0006] The electronic throttle control base and the brake base are arranged side by side;
[0007] The throttle assembly is mounted on the electronic throttle control base, and the brake control arm is mounted on the brake base;
[0008] The throttle assembly comprises a combined pedal and a throttle control arm, one end of the throttle control arm is connected to the electronic throttle control base, and the other end is connected to the combined pedal;
[0009] An auxiliary abutment arm is provided at one end of the brake control arm away from the brake base, the auxiliary abutment arm is located below the throttle control arm, and the auxiliary abutment arm can abut against the throttle control arm;
[0010] The throttle control arm is provided with a throttle reset member for swinging upward, and the brake control arm is provided with a brake reset member for swinging upward.
[0011] In combination with the first aspect, an embodiment of the utility model provides a possible implementation of the first aspect, wherein a pressure sensor is arranged between the above-mentioned combination pedal and the throttle control arm, and the pressure sensor is used to detect whether the user steps on the combination pedal.
[0012] In combination with the first aspect, an embodiment of the utility model provides a possible implementation of the first aspect, wherein the swing area in which the above-mentioned combination pedal drives the throttle control arm to swing for acceleration is the throttle control interval, and the swing area in which the combination pedal drives the brake control arm to swing for braking is the brake braking interval, and a throttle brake buffer area is arranged between the throttle control interval and the brake braking interval.
[0013] In combination with the first aspect, the embodiment of the utility model provides a possible implementation of the first aspect, wherein an extension plate is provided at the front edge of the above-mentioned combined pedal, and the extension plate is in a hook shape.
[0014] In combination with the first aspect, the embodiment of the utility model provides a possible implementation of the first aspect, wherein the above-mentioned combined pedal throttle brake structure further includes a pedal reset assembly;
[0015] The throttle control arm is connected to the pedal reset assembly so that the throttle control arm is located in the throttle brake buffer area or the brake braking area when parking.
[0016] In combination with the first aspect, the embodiment of the utility model provides a possible implementation of the first aspect, wherein the pedal reset assembly includes a mounting base, a motor, a screw rod, a guide rail, a slider, and an adjustment head;
[0017] The motor is mounted on the mounting base, the motor is connected to the lead screw through a gear, a lead screw nut is provided on the lead screw, the slider is mounted on the lead screw nut, the guide rail is mounted on the mounting base, the slider is slidably arranged on the guide rail, and the adjusting head is mounted on the slider, so that the motor drives the adjusting head to move forward and backward;
[0018] The adjusting head is perpendicular to the throttle control arm, so that the adjusting head drives the throttle control arm to swing.
[0019] In combination with the first aspect, the embodiment of the utility model provides a possible implementation of the first aspect, wherein the above-mentioned combined pedal throttle brake structure further includes a manual throttle assembly arranged on the steering wheel;
[0020] The manual throttle assembly includes an acceleration and deceleration roller and an emergency brake button;
[0021] The acceleration / deceleration roller is arranged on the right side of the steering wheel, and the emergency brake button is arranged on the left side of the steering wheel.
[0022] In combination with the first aspect, an embodiment of the utility model provides a possible implementation of the first aspect, wherein the manual throttle assembly further includes a secondary acceleration button, and the secondary acceleration button is arranged on the left side of the steering wheel.
[0023] In combination with the first aspect, an embodiment of the utility model provides a possible implementation of the first aspect, wherein the brake control arm and the auxiliary abutment arm are connected in an L-shape.
[0024] In a second aspect, an embodiment of the utility model provides a car, comprising the combined pedal accelerator brake structure.
[0025] Beneficial effects:
[0026] The utility model provides a combined pedal throttle brake structure, comprising an electronic throttle control base, a brake base, a throttle assembly that swings upward to implement acceleration, and a brake control arm that swings downward to implement braking; the electronic throttle control base and the brake base are arranged side by side; the throttle assembly is installed on the electronic throttle control base, and the brake control arm is installed on the brake base; the throttle assembly comprises a combined pedal and a throttle control arm, one end of the throttle control arm is connected to the electronic throttle control base, and the other end is connected to the combined pedal; an auxiliary abutment arm is provided at one end of the brake control arm away from the brake base, the auxiliary abutment arm is located below the throttle control arm, and the auxiliary abutment arm can abut against the throttle control arm; the throttle control arm is provided with a throttle reset member that enables it to swing upward, and the brake control arm is provided with a brake reset member that enables it to swing upward.
[0027] Specifically, the user only needs to step on the combination pedal during driving the vehicle. When the user steps on the combination pedal downward, the vehicle is in a deceleration and braking state. When the user releases the combination pedal upward, the vehicle is in an acceleration state. This arrangement allows the user to decelerate or accelerate on the combination pedal, so that the user does not need to change feet to step on it. When the user steps on the combination pedal, the throttle control arm swings downward to decelerate the vehicle, and when the throttle control arm swings downward to abut against the auxiliary abutment arm, the throttle control arm can drive the auxiliary abutment arm and the brake control arm to move downward when it moves downward, so that the car enters the braking state. When the combination pedal is released, the combination pedal can swing upward under the action of the throttle reset member and the brake reset member, so that the car accelerates. Stepping on the combination pedal is deceleration and braking, so the right foot does not need to frequently switch between the two pedals. And in an emergency, there is no need to choose between the two pedals. The right foot can step on the only combination pedal at the first time and step on it to the bottom, completing the action from deceleration to braking at the fastest speed, which can reduce the occurrence of accidental accelerator pedaling.
[0028] The utility model provides a car, comprising a combined pedal accelerator brake structure. Compared with the prior art, the car has the above advantages, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS
[0029] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.
[0030] Figure 1 A schematic diagram of the structure of the combined pedal accelerator brake structure provided by an embodiment of the utility model;
[0031] Figure 2 A side view of a combined pedal accelerator brake structure provided by an embodiment of the utility model;
[0032] Figure 3 A schematic diagram of another implementation of the combined pedal accelerator brake structure provided in an embodiment of the utility model;
[0033] Figure 4 A schematic diagram of a combined pedal accelerator brake structure provided in an embodiment of the utility model;
[0034] Figure 5 A schematic diagram of the connection between the pedal reset assembly and the throttle control arm in the combined pedal throttle brake structure provided in an embodiment of the utility model;
[0035] Figure 6 A schematic diagram of the structure of a pedal reset assembly in a combined pedal accelerator brake structure provided by an embodiment of the utility model;
[0036] Figure 7 A schematic diagram of a manual throttle assembly in a combined pedal throttle brake structure provided in an embodiment of the utility model.
[0037] icon:
[0038] 100 - electronic throttle control base;
[0039] 200 - brake base;
[0040] 300 - throttle assembly; 310 - combination pedal; 320 - throttle control arm; 330 - pressure sensor; 330 - throttle center shaft;
[0041] 400 - brake control arm; 410 - auxiliary abutment arm;
[0042] 510 - throttle control zone; 520 - brake zone; 530 - throttle brake buffer zone;
[0043] 600 - pedal reset assembly; 610 - mounting base; 620 - motor; 630 - screw rod; 640 - guide rail; 650 - screw rod nut; 660 - adjustment head;
[0044] 700 - manual throttle assembly; 710 - acceleration and deceleration roller; 720 - emergency brake button; 730 - secondary acceleration button; DETAILED DESCRIPTION
[0045] The technical solution of the utility model will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.
[0046] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.
[0047] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.
[0048] In the present invention, unless otherwise clearly specified and limited, the terms "install", "connect", "connect", "fix" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0049] The present invention is further described in detail below through specific embodiments in conjunction with the accompanying drawings.
[0050] See also Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, this embodiment provides a combined pedal throttle brake structure, including an electronic throttle control base 100, a brake base 200, a throttle assembly 300 that swings upward to implement acceleration, and a brake control arm 400 that swings downward to implement braking; the electronic throttle control base 100 and the brake base 200 are arranged side by side; the throttle assembly 300 is installed on the electronic throttle control base 100, and the brake control arm 400 is installed on the brake base 200; the throttle assembly 300 includes a combined pedal 310 and a throttle control arm 32 0, one end of the throttle control arm 320 is connected to the electronic throttle control base 100, and the other end is connected to the combined pedal 310; the end of the brake control arm 400 away from the brake base 200 is provided with an auxiliary abutment arm 410, the auxiliary abutment arm 410 is located below the throttle control arm 320, and the auxiliary abutment arm 410 can abut against the throttle control arm 320; the throttle control arm 320 is provided with a throttle reset member for swinging it upward, and the brake control arm 400 is provided with a brake reset member for swinging it upward.
[0051] Specifically, the user only needs to step on the combination pedal 310 when driving the vehicle. When the user steps on the combination pedal 310 downward, the vehicle is in a deceleration and braking state. When the user releases the combination pedal 310 upward, the vehicle is in an acceleration state. This arrangement allows the user to decelerate or accelerate on the combination pedal, so that the user does not need to change feet to step. When the user steps on the combination pedal 310, the throttle control arm 320 swings downward to decelerate the vehicle, and when the throttle control arm 320 swings downward to abut against the auxiliary abutment arm 410, the throttle control arm 320 can drive the auxiliary abutment arm 410 and the brake control arm 400 to move downward when moving downward, so that the vehicle enters a braking state. When the combination pedal 310 is released, the combination pedal 310 can swing upward under the action of the throttle reset member and the brake reset member, so that the vehicle accelerates. Stepping on the combination pedal 310 is deceleration and braking, so the right foot does not need to frequently switch between the two pedals. In an emergency, there is no need to choose between the two pedals. Instead, the user can immediately step on the only combined pedal 310 with the right foot and fully depress it to complete the action from deceleration to braking at the fastest speed, thereby reducing the occurrence of accidental stepping on the accelerator.
[0052] The brake control arm 400 and the auxiliary abutment arm 410 are connected in an L shape.
[0053] In addition, the throttle control arm 320 can be set to an L shape, and the throttle control arm 320 is connected to the electronic throttle control base 100 through the throttle center shaft 330, so that in the event of an accident, the throttle control arm 320 will not block the user's leg forward space, thereby reducing the harm to the user in the event of an accident.
[0054] In addition, the connection structure of the throttle control arm 320 and the brake control arm 400 can also be adopted in the following manner: the brake control arm 400 is a straight rod structure, the throttle control arm 320 is a V-shaped rod structure, and the turning point of the throttle control arm 320 can abut against the brake control arm 400, so that the throttle control arm 320 can drive the brake control arm 400 to move. Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, in an optional solution of this embodiment, a pressure sensor is provided between the combination pedal 310 and the throttle control arm 320 , and the pressure sensor is used to detect whether the user steps on the combination pedal 310 .
[0055] Specifically, the pressure sensor is used to monitor the dynamics of the right foot on the combination pedal 310 at all times. If the right foot suddenly leaves the combination pedal 310 for some reason, the pressure sensor will cut off the engine fuel supply through the electronic module center and activate the brake device to ensure that the vehicle slows down and stops in time.
[0056] Among them, the swinging area in which the combination pedal 310 drives the throttle control arm 320 to swing to implement acceleration is the throttle control interval 510, and the swinging area in which the combination pedal 310 drives the brake control arm 400 to swing to implement braking is the brake braking interval 520, and a throttle brake buffer area 530 is set between the throttle control interval 510 and the brake braking interval 520.
[0057] In an optional solution of this embodiment, an extension plate is provided at the front edge of the combined pedal 310, and the extension plate is in a hook shape.
[0058] Specifically, a 3 cm long extension plate is added to the front edge of the combined pedal 310. The shape of the extension plate is slightly outwardly warped and softly linear to prevent the bottom of the foot from slipping and to meet the needs of drivers of different heights and body shapes.
[0059] See also Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7As shown, in an optional solution of this embodiment, the combined pedal throttle brake structure also includes a pedal reset assembly 600; the throttle control arm 320 is connected to the pedal reset assembly 600 so that the throttle control arm 320 is in the throttle brake buffer zone 530 or the brake braking zone 520 when parking.
[0060] Among them, the pedal reset assembly 600 includes a mounting base 610, a motor 620, a screw rod 630, a guide rail 640, a slider, and an adjusting head 660; the motor 620 is mounted on the mounting base 610, the motor 620 is connected to the screw rod 630 through a gear, a screw nut 650 is provided on the screw rod 630, the slider is mounted on the screw nut 650, the guide rail 640 is mounted on the mounting base 610, the slider is slidably set on the guide rail 640, and the adjusting head 660 is mounted on the slider, so that the motor 620 drives the adjusting head 660 to move forward and backward; the adjusting head 660 is perpendicular to the throttle control arm 320, so that the adjusting head 660 drives the throttle control arm 320 to swing.
[0061] Specifically, when the engine is turned off, the adjustment head 660 will automatically press the combination pedal 310 to the brake area to prevent the vehicle from sliding. When the vehicle is restarted, the adjustment head 660 will rise immediately, so that the adjustment head 660 does not interfere with the movement of the throttle control arm 320.
[0062] See also Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 As shown, in an optional scheme of this embodiment, the combined pedal throttle brake structure also includes a manual throttle assembly 700 arranged on the steering wheel; the manual throttle assembly 700 includes an acceleration and deceleration roller 710 and an emergency brake button 720; the acceleration and deceleration roller 710 is arranged on the right side of the steering wheel, and the emergency brake button 720 is arranged on the left side of the steering wheel.
[0063] Among them, the combined pedal accelerator brake structure, the manual throttle assembly 700 also includes a secondary acceleration button 730, and the secondary acceleration button 730 is arranged on the left side of the steering wheel.
[0064] Among them, the secondary acceleration button 730 can realize speed level control, for example, the first level is 0 to 125 kilometers, and the second level is 125 kilometers to the highest setting. The conversion from the first level to the second level mode can be triggered by the second level acceleration button 730. When the speed is accelerated from 0 to 125 kilometers, the specific speed will be automatically displayed on the in-vehicle screen and a voice prompt will be given to avoid speeding. In special circumstances, if you need to continue to accelerate at a very high speed, you can press the second level acceleration button 730 to enable the second level acceleration mode.
[0065] In addition, there is an automatic switching mode between the manual throttle and the foot throttle. The user can automatically switch at any speed point set on the car screen. For example, if the speed is set to 80 kilometers, the foot throttle will be used for control below, and manual throttle control will be automatically switched above that.
[0066] For the switching speed setting between manual throttle and foot throttle, users can set it according to the road conditions they usually drive. For example, office workers usually drive on town roads, which are of medium and low speeds. It is more appropriate to choose the foot throttle mode. When setting, you can consider a commonly used switching kilometer value. Generally, 80-90 kilometers can cope with most road conditions. For those drivers who often drive long distances on highways, you can choose a relatively low switching speed, such as 60-70 kilometers per hour. In this way, the manual throttle can be used most of the time, so that the advantages of the manual throttle mode are fully reflected, making long-distance driving easier. In addition, when choosing the switching value, you must first consider your driving habits and the road conditions you often drive on. Reducing the number of mode switching and self-setting times can also reduce the fatigue of the system's electronic components and reduce unnecessary voice broadcast interference (there is a voice reminder for each switch to prevent misoperation).
[0067] Specifically, the manual throttle assembly 700 includes an acceleration / deceleration roller 710 and an emergency brake button 720. The acceleration / deceleration roller 710 has a diameter of about 15 mm and a length of about 20 mm. The surface of the acceleration / deceleration roller 710 has a special anti-slip surface. After the overall assembly, the acceleration / deceleration roller 710 protrudes about 3 mm from the surface of the steering wheel, which is convenient for the user's thumb to operate. The acceleration / deceleration roller 710 is set on the right side of the steering wheel, about 40 mm away from the inner diameter of the steering wheel handle, which will not affect the normal operation of the hands on the steering wheel. The acceleration / deceleration roller 710 is accelerated by lightly pushing it up, and decelerated by pushing it down.
[0068] In addition, the pressing of the acceleration / deceleration roller 710 can be set as a function key. For example, pressing the acceleration / deceleration roller 710 downward once is to restore the set original speed. Pressing it twice stops the fuel supply of the system and the throttle returns to the initial state of idling. For example, when driving on a highway, if you need to decelerate appropriately according to the road conditions, but not too slowly, you can use this function to reach the required speed in a free-gliding driving state without braking or braking appropriately. The rear brake light will automatically light up for 3 seconds to warn the following vehicle, which can save fuel and reduce the wear of the brake pads.
[0069] This embodiment provides a car, including a combined pedal accelerator brake structure.
[0070] Specifically, the automobile provided in this embodiment has the advantages of the above-mentioned combined pedal accelerator brake structure compared with the prior art, which will not be described in detail here.
[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in the field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the utility model.
Claims
1. A combined pedal accelerator brake structure, characterized in that: include: An electronic throttle control base (100), a brake base (200), a throttle assembly (300) that swings upward to implement acceleration, and a brake control arm (400) that swings downward to implement braking; The electronic throttle control base (100) and the brake base (200) are arranged side by side; The throttle assembly (300) is mounted on the electronic throttle control base (100), and the brake control arm (400) is mounted on the brake base (200); The throttle assembly (300) comprises a combined pedal (310) and a throttle control arm (320); one end of the throttle control arm (320) is connected to the electronic throttle control base (100), and the other end is connected to the combined pedal (310); An auxiliary abutment arm (410) is provided at one end of the brake control arm (400) away from the brake base (200), the auxiliary abutment arm (410) is located below the throttle control arm (320), and the auxiliary abutment arm (410) can abut against the throttle control arm (320); The throttle control arm (320) is provided with a throttle reset member for swinging upward, and the brake control arm (400) is provided with a brake reset member for swinging upward.
2. The combined pedal accelerator brake structure according to claim 1, characterized in that: A pressure sensor is provided between the combined pedal (310) and the throttle control arm (320), and the pressure sensor is used to detect whether a user steps on the combined pedal (310).
3. The combined pedal accelerator brake structure according to claim 1, characterized in that: The swinging area in which the combination pedal (310) drives the throttle control arm (320) to swing to implement acceleration is the throttle control interval (510), and the swinging area in which the combination pedal (310) drives the brake control arm (400) to swing to implement braking is the brake braking interval (520), and a throttle brake buffer zone (530) is provided between the throttle control interval (510) and the brake braking interval (520).
4. The combined pedal accelerator brake structure according to claim 3, characterized in that: The front edge of the combined pedal (310) is provided with an extension plate, and the extension plate is in a hook shape.
5. The combined pedal accelerator brake structure according to claim 4, characterized in that: Also included is a pedal reset assembly (600); The throttle control arm (320) is connected to the pedal reset assembly (600) so that the throttle control arm (320) is located in the throttle brake buffer zone (530) or the brake braking zone (520) when the vehicle is parked.
6. The combined pedal accelerator brake structure according to claim 5, characterized in that: The pedal reset assembly (600) comprises a mounting base (610), a motor (620), a screw rod (630), a guide rail (640), a slider, and an adjustment head (660); The motor (620) is mounted on the mounting base (610), the motor (620) is connected to the lead screw (630) via a gear, a lead screw nut (650) is provided on the lead screw (630), the slider is mounted on the lead screw nut (650), the guide rail (640) is mounted on the mounting base (610), the slider is slidably arranged on the guide rail (640), and the adjusting head (660) is mounted on the slider, so that the motor (620) drives the adjusting head (660) to move forward and backward; The adjusting head (660) is perpendicular to the throttle control arm (320), so that the adjusting head (660) drives the throttle control arm (320) to swing.
7. The combined pedal accelerator brake structure according to any one of claims 1 to 6, characterized in that: Also included is a manual throttle assembly (700) arranged on the steering wheel; The manual throttle assembly (700) comprises an acceleration / deceleration roller (710) and an emergency brake button (720); The acceleration / deceleration roller (710) is arranged on the right side of the steering wheel, and the emergency brake button (720) is arranged on the left side of the steering wheel.
8. The combined pedal accelerator brake structure according to claim 7, characterized in that: The manual throttle assembly (700) further comprises a secondary acceleration button (730), and the secondary acceleration button (730) is arranged on the left side of the steering wheel.
9. The combined pedal accelerator brake structure according to any one of claims 1 to 6, characterized in that: The brake control arm (400) and the auxiliary abutment arm (410) are connected in an L-shape.
10. An automobile, characterized in that: It comprises the combined pedal accelerator brake structure as claimed in any one of claims 1 to 9.