Pedal assembly, electronic speed controller man-machine system and automobile

Abstract

The utility model provides a pedal assembly, an electronic speed controller man-machine system and an automobile. The pedal assembly comprises a base, a driving motor, an accelerator pedal mechanism, a brake pedal mechanism and a transmission mechanism. The accelerator pedal mechanism and the brake pedal mechanism are arranged at an interval, and both the accelerator pedal mechanism and the brake pedal mechanism are rotatably mounted on the base; the driving motor is arranged on the base, an output shaft of the driving motor is connected with the transmission mechanism, and the transmission mechanism is connected with the accelerator pedal mechanism and the brake pedal mechanism and used for driving the accelerator pedal mechanism and the brake pedal mechanism to be adjusted synchronously. The driving motor provides power, the transmission mechanism can be used for driving the accelerator pedal mechanism and the brake pedal mechanism to be synchronously adjusted, the accelerator pedal mechanism and the brake pedal mechanism can be simultaneously adjusted, convenience is provided for a driver to quickly adjust a pedal assembly, time and labor are saved, and better driving experience is brought to the driver.

Description

Technical Field

[0001] The utility model relates to the technical field of pedal assemblies, in particular to a pedal assembly, an electric adjustment human-machine system and a car. Background Art

[0002] The existing pedal assembly mainly includes an accelerator pedal mechanism and a brake pedal mechanism. The adjustment of each pedal mechanism is independently controlled, and the two pedal mechanisms require two transmission mechanisms. Different drivers have different usage habits. Therefore, when adjusting the pedal assembly, the accelerator pedal mechanism and the brake pedal mechanism need to be adjusted one by one, which is inconvenient to adjust, time-consuming and labor-intensive, and brings a bad driving experience to the driver. Utility Model Content

[0003] The utility model provides a pedal assembly, an electric adjustment human-machine system and a car, so as to solve the problem that the existing pedal assembly is inconvenient to adjust.

[0004] A pedal assembly, characterized in that it comprises a base, a drive motor, an accelerator pedal mechanism, a brake pedal mechanism and a transmission mechanism;

[0005] The accelerator pedal mechanism and the brake pedal mechanism are arranged at intervals, and both are rotatably mounted on the base;

[0006] The drive motor is arranged on the base, the output shaft of the drive motor is connected to the transmission mechanism, and the transmission mechanism is connected to the accelerator pedal mechanism and the brake pedal mechanism for driving the accelerator pedal mechanism and the brake pedal mechanism to adjust synchronously.

[0007] Preferably, the transmission mechanism comprises a first transmission assembly, a second transmission assembly and a flexible shaft assembly;

[0008] The first end of the drive motor is connected to the first end of the flexible shaft assembly, and the second end of the drive motor is connected to the first transmission assembly; or the first end of the drive motor is connected to the first transmission assembly, and the first end of the flexible shaft assembly is connected to the first transmission assembly;

[0009] The second end of the flexible shaft assembly is connected to the second transmission assembly, the first transmission assembly is connected to the accelerator pedal mechanism, and the second transmission assembly is used to be connected to the brake pedal mechanism.

[0010] Preferably, the accelerator pedal mechanism comprises a support seat and an accelerator pedal assembly;

[0011] One end of the support seat is rotatably mounted on the base, and the other end of the support seat is connected to the first transmission assembly;

[0012] The accelerator pedal assembly is arranged on the support seat.

[0013] Preferably, the brake pedal mechanism comprises a brake pedal assembly;

[0014] The first end of the brake pedal assembly is rotatably mounted on the base, and a portion of the brake pedal assembly away from the first end is connected to the second transmission assembly.

[0015] Preferably, the brake pedal mechanism further comprises a transition bracket;

[0016] The first end of the transition bracket is rotatably mounted on the base;

[0017] The brake pedal assembly can be rotatably mounted on the transition bracket;

[0018] The second transmission assembly is disposed on the transition bracket and is used to lock the brake pedal assembly and the transition bracket.

[0019] Preferably, the first transmission assembly is a worm gear double worm assembly, and the worm gear double worm assembly includes a first housing, a first worm wheel, a first worm, a second worm and a first transmission rod;

[0020] The first worm gear is rotatably mounted in the first housing;

[0021] The first worm and the second worm are arranged in the first housing at intervals, the first worm is meshed with one side of the first worm wheel, and the second worm is meshed with the other side of the first worm wheel;

[0022] The first transmission rod is installed in the first worm gear, and the first transmission rod can move axially along the first worm gear;

[0023] The first worm is connected to the first end of the driving motor, the first transmission rod is used to be connected to the accelerator pedal mechanism, and the second worm is used to be connected to the second transmission assembly or the first end of the flexible shaft assembly.

[0024] Preferably, at least one of the first transmission assembly and the second transmission assembly is a worm gear single worm assembly, and the worm gear single worm assembly includes a second housing, a second worm wheel, a third worm and a second transmission rod;

[0025] The second worm gear is rotatably mounted in the second housing;

[0026] The third worm is disposed in the second housing and meshes with one side of the second worm wheel;

[0027] The second transmission rod is installed in the second worm gear, and the second transmission rod can move axially along the second worm gear;

[0028] The third worm is connected to the second end of the drive motor or the second end of the flexible shaft assembly, and the second transmission rod is used to be connected to the brake pedal mechanism.

[0029] Preferably, at least one of the first transmission assembly and the second transmission assembly is a rack and pinion assembly, and the rack and pinion assembly includes a third housing, a gear and a rack;

[0030] The gear is rotatably mounted on the third housing and connected to the second end of the drive motor or the second end of the flexible shaft assembly;

[0031] The rack is movably mounted on the third housing, meshed with the gear, and used to be connected to the brake pedal mechanism.

[0032] An electrically adjustable human-machine system, comprising a controller, a sensing device, a steering wheel assembly, a seat assembly and the pedal assembly;

[0033] The steering wheel assembly, the seat assembly and the pedal assembly are respectively provided with a sensing device, each of which is connected to the controller and is used to collect sensing information of the steering wheel assembly, the seat assembly and the pedal assembly, and send the sensing information to the controller;

[0034] The controller is used to control the operation of the steering wheel assembly, the seat assembly and the pedal assembly.

[0035] Preferably, the sensing device includes a steering wheel sensor arranged on the steering wheel assembly, a seat sensor arranged on the seat assembly, and a pedal sensor arranged on the pedal assembly.

[0036] Preferably, the sensing device further comprises a door sensor arranged on a vehicle door.

[0037] A car comprises the above-mentioned electric adjustment human-machine system.

[0038] In the above-mentioned pedal assembly, electronically adjustable human-machine system and automobile, the accelerator pedal mechanism and the brake pedal mechanism are rotatably mounted on the base, and the output shaft of the drive motor is connected to the accelerator pedal mechanism and the brake pedal mechanism through a transmission mechanism. The drive motor is arranged in this way to provide power, and the transmission mechanism can be used to drive the accelerator pedal mechanism and the brake pedal mechanism to be adjusted synchronously, so that the accelerator pedal mechanism and the brake pedal mechanism can be adjusted simultaneously, which provides convenience for the driver to quickly adjust the pedal assembly, saves time and effort, and brings the driver a better driving experience, especially convenient operation and intelligent experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the description of the embodiments of the utility model will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0040] Figure 1 is an isometric view of a pedal assembly in one embodiment of the utility model;

[0041] Figure 2 is an exploded view of a pedal assembly in one embodiment of the utility model;

[0042] Figure 3 is an exploded view of an accelerator pedal mechanism in one embodiment of the utility model;

[0043] Figure 4 is an exploded view of a brake pedal mechanism in one embodiment of the utility model;

[0044] Figure 5 It is an isometric view of a first arrangement structure of a transmission mechanism in an embodiment of the utility model;

[0045] Figure 6 It is an isometric view of a second arrangement structure of the transmission mechanism in one embodiment of the utility model;

[0046] Figure 7 It is an isometric view of a first structure of a flexible shaft assembly in one embodiment of the utility model;

[0047] Figure 8 It is an assembly diagram of the third worm and the first joint in one embodiment of the utility model;

[0048] Fig. 9 This is an isometric view of the first clamping seat in one embodiment of the utility model;

[0049] Fig.10 It is an isometric view of the third worm in one embodiment of the utility model;

[0050] Fig.11 is a cross-sectional view of a third worm in an embodiment of the utility model;

[0051] Fig.12 It is a cross-sectional view of a worm gear and single worm assembly in one embodiment of the utility model;

[0052] Fig.13 It is an isometric view of a second structure of a flexible shaft assembly in one embodiment of the utility model;

[0053] Fig.14 It is an axial view of a clamping boss in one embodiment of the utility model;

[0054] Fig.15 This is an isometric view of the second clamping seat in one embodiment of the utility model;

[0055] Fig.16 This is a schematic diagram of the installation of the second card socket in one embodiment of the utility model;

[0056] Fig.17 is a cross-sectional view of a worm gear and double worm assembly in one embodiment of the utility model;

[0057] Fig.18 It is an isometric view of a worm gear and single worm assembly in one embodiment of the utility model;

[0058] Fig.19 It is a schematic diagram of the arrangement of the electrically adjustable human-machine system in one embodiment of the utility model.

[0059] Among them, 1. worm gear double worm assembly; 101. first housing; 102. first worm gear; 103. first worm; 104. second worm; 105. first transmission rod; 2. drive motor; 3. worm gear single worm assembly; 31. second housing; 32. second worm gear; 33. third worm; 34. second transmission rod; 4. flexible shaft assembly; 41. flexible shaft body; 42. first clamping seat; 421. first main body seat; 422. connecting arm; 423. fixing ring; 43. second clamping seat; 431. second main body seat; 432. first connecting part ; 433, first clamping part; 434, second clamping part; 44, first joint; 45, second joint; 5, limiting protrusion; 6, clamping boss; 7, anti-slip boss; 8, internal spline structure; 9, connecting seat; 10, base; 11, supporting seat; 12, accelerator pedal assembly; 13, brake pedal assembly; 14, transition bracket; 141, first bracket; 142, second bracket; 143, third bracket; 15, controller; 16, steering wheel assembly; 17, seat assembly; 18, first rotating shaft; 19, second rotating shaft; 20, third rotating shaft. DETAILED DESCRIPTION

[0060] In order to make the technical problems, technical solutions and beneficial effects solved by the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0061] In the description of the present invention, it should be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0062] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" 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 it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0063] The utility model embodiment provides a pedal assembly, referring to Figure 1 and Figure 2 The pedal assembly includes a base 10, a drive motor 2, an accelerator pedal mechanism, a brake pedal mechanism and a transmission mechanism; the accelerator pedal mechanism and the brake pedal mechanism are arranged at intervals, and both can be rotatably mounted on the base 10; the drive motor 2 is arranged on the base 10, and the output shaft of the drive motor 2 is connected to the transmission mechanism, and the transmission mechanism is connected to the accelerator pedal mechanism and the brake pedal mechanism, and is used to drive the accelerator pedal mechanism and the brake pedal mechanism to adjust synchronously.

[0064] As an example, the pedal assembly includes a base 10, a drive motor 2, an accelerator pedal mechanism, a brake pedal mechanism and a transmission mechanism; when installed, the base 10 is a supporting structure for installing parts of the pedal assembly; the accelerator pedal mechanism and the brake pedal mechanism are arranged on the base 10 at intervals, and both can be rotatably installed on the base 10; the drive motor 2 is set on the base 10, and the output shaft of the drive motor 2 is connected to the transmission mechanism, and the transmission mechanism is connected to the accelerator pedal mechanism and the brake pedal mechanism. The drive motor 2 is arranged to provide power, and the transmission mechanism can be used to drive the accelerator pedal mechanism and the brake pedal mechanism to be adjusted synchronously, and the accelerator pedal mechanism and the brake pedal mechanism can be adjusted simultaneously, which provides convenience for the driver to quickly adjust the pedal assembly, saves time and effort, and brings the driver a better driving experience, especially convenient operation and intelligent experience.

[0065] In one embodiment, referring to Figure 1 , Figure 2 , Figure 5 and Figure 6 The transmission mechanism includes a first transmission component, a second transmission component and a flexible shaft component 4; the first end of the drive motor 2 is connected to the first end of the flexible shaft component 4, and the second end of the drive motor 2 is connected to the first transmission component; or, the first end of the drive motor 2 is connected to the first transmission component, and the first end of the flexible shaft component 4 is connected to the first transmission component; the second end of the flexible shaft component 4 is connected to the second transmission component, the first transmission component is connected to the accelerator pedal mechanism, and the second transmission component is used to be connected to the brake pedal mechanism.

[0066] As an example, the transmission mechanism includes a first transmission component, a second transmission component and a flexible shaft component 4; the flexible shaft component 4 is used to transmit power, and can be arranged between the drive motor 2 and the second transmission component, or between the first transmission component and the second transmission component. The flexible shaft component 4 makes the transmission mechanism more flexible in arrangement and more efficient in transmission; the transmission of different positions is realized synchronously through the arrangement of different positions, which can be the transmission in the same direction or the transmission in the opposite direction, and has a wider range of applications. Figure 7 The flexible shaft assembly 4 includes a flexible shaft body 41, a first joint 44 and a first fixing seat, a second joint 45 and a second fixing seat; the flexible shaft body 41 is used as a connecting body, and the length and specification of the flexible shaft body 41 can be selected according to actual needs.

[0067] In this example, the drive motor 2 can be set as a single-head motor or a double-head motor; when the drive motor 2 is a double-head motor, the flexible shaft assembly 4 is arranged between the drive motor 2 and the second transmission assembly, and the first fixed seat is sleeved on the first end of the flexible shaft body 41 for fixing on the drive motor 2, and the first joint 44 is connected to the output end of the drive motor 2 for power transmission; the second fixed seat is sleeved on the second end of the flexible shaft body 41 for fixing on the second transmission assembly, and the second joint 45 is connected to the second transmission assembly for power transmission. The first transmission assembly is used to be connected to an accelerator pedal mechanism arranged on the base 10, and the second transmission assembly is used to be connected to a brake pedal mechanism arranged on the base 10. In this way, through the cooperation of the drive motor 2, the first transmission assembly, the second transmission assembly and the flexible shaft assembly 4, the accelerator pedal mechanism and the brake pedal mechanism can be adjusted at the same time, thereby improving the transmission effect of the transmission mechanism.

[0068] For example, when the driving motor 2 is a double-headed motor, the accelerator pedal assembly 12 is adjusted by the worm gear assembly 3 at the first end of the driving motor 2 driving the support seat 11 to rotate, and the support seat 11 rotates around the first rotating shaft 18. The brake pedal assembly 13 is adjusted by the second end of the driving motor 2 driving another set of worm gear assembly 3 to rotate through the flexible shaft assembly 4, and the worm gear assembly 3 drives the brake pedal assembly 13 to rotate around the second rotating shaft 19 on the brake pedal assembly 13 (not the third rotating shaft 20 on the support seat 11). The output at both ends of a driving motor 2 can realize the simultaneous action of the accelerator pedal assembly 12 and the brake pedal assembly 13, and then through the matching calculation of the rotation radius and the transmission ratio of the transmission mechanism, the accelerator pedal assembly 12 and the brake pedal assembly 13 rotate the same stroke, thereby achieving the effect of synchronous rotation of the accelerator pedal assembly 12 and the brake pedal assembly 13.

[0069] When the driving motor 2 is a single-head motor, the flexible shaft assembly 4 is arranged between the first transmission assembly and the second transmission assembly, the first fixed seat is sleeved on the first end of the flexible shaft body 41, and is used to be fixed on the first transmission assembly, the first joint 44 is connected to the first transmission assembly connected to the output end of the driving motor 2, and is used for power transmission; the second fixed seat is sleeved on the second end of the flexible shaft body 41, and is used to be fixed on the second transmission assembly, the second joint 45 is connected to the second transmission assembly, and is used for power transmission, the first transmission assembly is used to be connected to the accelerator pedal mechanism arranged on the base 10, and the second transmission assembly is used to be connected to the brake pedal mechanism arranged on the base 10, so that through the cooperation of the driving motor 2, the first transmission assembly, the second transmission assembly and the flexible shaft assembly 4, the accelerator pedal mechanism and the brake pedal mechanism can be adjusted at the same time, thereby improving the transmission effect of the transmission mechanism.

[0070] Reference Fig. 9 and Fig.11 , introduces the first structural form of the fixing seat, namely the first clamping seat 42, at least one of the first fixing seat and the second fixing seat is the first clamping seat 42; the first clamping seat 42 includes a first main body seat 421, at least two connecting arms 422 and a fixing ring 423. During installation, the first main body seat 421 is mounted on the flexible shaft body 41, at least two connecting arms 422 are arranged on the first main body seat 421 along the circumferential interval of the first main body seat 421, and the fixing ring 423 is installed on the at least two connecting arms 422, at which time the fixing ring 423 cooperates with the at least two connecting arms 422 to form a clamping position; a limiting protrusion 5 is provided on at least one of the driving motor 2, the first transmission assembly and the second transmission assembly; the limiting protrusion 5 matches the clamping position, so that it is easy to install and disassemble the fixing seat, ensure the reliability of the installation, and provide convenience for the installation and disassembly of the flexible shaft assembly 4. Among them, the fixing ring 423 can be set as a waist-shaped fixing ring, which can produce deformation in the circumferential direction and is easy to assemble.

[0071] Reference Fig.12 During assembly, the fixing ring 423 can be deformed in the circumferential direction. The limiting protrusion 5 is set to a trapezoidal boss. The circumferential dimension of the end of the trapezoidal boss away from the first clamping seat 42 is smaller than the circumferential dimension of the end of the trapezoidal boss close to the first clamping seat 42. This makes it easy to assemble. After assembly, the circumferential dimension of the end of the trapezoidal boss close to the first clamping seat 42 is large, and the fixing ring 423 is fixed in place and will not fall out.

[0072] Reference Fig.13 , Fig.14 , Fig.15 and Fig.16 , introduces the second structural form of the fixed seat, namely the second clamping seat 43, at least one of the first fixed seat and the second fixed seat is the second clamping seat 43. The second clamping seat 43 includes a second main body seat 431, a first connecting portion 432 and a first clamping portion 433; the second main body seat 431 is installed on the flexible shaft body 41, the first connecting portion extends from the second main body seat 431 in the axial direction, the first clamping portion 433 extends from the end side of the first connecting portion 432 in the circumferential direction, and the second main body seat 431, the first connecting portion 432 and the first clamping portion 433 cooperate to form an L-shaped clamping groove; a connecting seat 9 arranged in the axial direction is provided on the end face of at least one of the driving motor 2, the first transmission assembly and the second transmission assembly, and a clamping boss 6 is provided on the connecting seat 9, where the connecting seat 9 can be a tubular structure, so that the first joint 44 or the second joint 45 is inserted therein, and the outer wall of the connecting seat 9 is provided with a clamping boss 6, which is used to cooperate with the L-shaped clamping groove in the second clamping seat 43 to achieve the clamping of the two. By adopting a rotating quick-insert structure, the L-shaped clamping groove is clamped with the clamping boss 6, so that the fixing seat can be installed and disassembled, the installation reliability is ensured, and the installation and disassembly of the flexible shaft assembly 4 is convenient. Among them, the L-shaped clamping groove can be set to one or more, and the multiple L-shaped clamping grooves are arranged at intervals along the circumferential direction of the second main body seat 431. It is also necessary to arrange multiple clamping bosses 6 at intervals along the circumferential direction on the corresponding connecting seat 9. The L-shaped clamping grooves and the clamping bosses 6 are clamped one by one, so as to realize the installation and disassembly of the fixing seat and ensure the installation reliability.

[0073] Reference Fig.14 , Fig.15 and Fig.16 During the design, the second clamping seat 43 also includes a second clamping portion 434 extending in the radial direction from the other side of the end of the first connecting portion 432; an anti-slip boss 7 corresponding to the clamping boss 6 is provided on the end face of at least one of the driving motor 2, the first transmission assembly and the second transmission assembly; the second clamping portion 434 matches the anti-slip boss 7, which can block the rotation of the second main body seat 431 and prevent the clamping boss 6 from being separated from the clamping groove 432, thereby playing an anti-slip effect.

[0074] For example, a single bevel boss, i.e., an anti-slip boss 7, is arranged at intervals of 120° on the end face of at least one of the drive motor 2, the first transmission assembly, and the second transmission assembly, and three small bosses, i.e., snap-on bosses 6, are arranged at offset positions on the side of the connecting seat 9. The snap-on bosses 6 can be set to any shape of a circle, an ellipse, or a mushroom head. Three L-shaped snap-on grooves are designed on the second main body seat 431 corresponding to the three small bosses. The three are rotated to correspond to the three small bosses, and the second main body seat 431 is pushed. When the second main body seat 431 is pushed onto the end face of at least one of the drive motor 2, the first transmission assembly, and the second transmission assembly, the second main body seat 431 is rotated again to rotate along the single bevel boss until it falls to one side of the vertical surface of the single bevel boss, and the second main body seat 431 is assembled in place. This quick-insert structure is easy to assemble and anti-slip, and the three small bosses arranged at offset positions on the side can effectively eliminate the axial clearance.

[0075] Reference Figure 8 , Fig.10 and Fig.11 When designing, the first joint 44 and the second joint 45 are both square joints; the first transmission component and the output end of the drive motor 2 / the second transmission component are both provided with an internal spline structure 8; the edge distance of the square joint is smaller than the internal spline tooth bottom spacing and larger than the internal spline tooth top distance, so that the square plug can be easily inserted into the internal spline structure 8, and the flexible shaft body 41 will not slip when rotating but will rotate with it, which is convenient for transmitting power.

[0076] In one embodiment, referring to Figure 2 and Figure 3 The accelerator pedal mechanism includes a support base 11 and an accelerator pedal assembly 12; one end of the support base 11 is rotatably mounted on the base 10, and the other end of the support base 11 is connected to the first transmission assembly; the accelerator pedal assembly 12 is arranged on the support base 11.

[0077] As an example, an accelerator pedal mechanism is introduced, which includes a support base 11 and an accelerator pedal assembly 12; during installation, one end of the support base 11 is rotatably mounted on the base 10, specifically, one end of the support base 11 is rotatably mounted on the base 10 via a first rotating shaft 18, the other end of the support base 11 is connected to the first transmission assembly, and the accelerator pedal assembly 12 is arranged on the support base 11; in this way, the support base 11 can be driven to rotate around the first rotating shaft 18 through the driving motor 2 through the first transmission assembly, and the inclination angle of the support base 11 can be adjusted, thereby realizing the adjustment of the layout position of the accelerator pedal assembly 12 to meet the needs of the driver.

[0078] In one embodiment, referring to Figure 2 and Figure 4 The brake pedal mechanism includes a brake pedal assembly 13; a first end of the brake pedal assembly 13 is rotatably mounted on the base 10, and a portion of the brake pedal assembly 13 away from the first end is connected to the second transmission assembly.

[0079] As an example, a brake pedal mechanism is introduced, including a brake pedal assembly 13; during installation, the first end of the brake pedal assembly 13 is rotatably mounted on the base 10, specifically, the first end of the brake pedal assembly 13 is rotatably mounted on the base 10 via the second rotating shaft 19, and the portion of the brake pedal assembly 13 away from the first end is connected to the second transmission assembly. In this way, the second transmission assembly is driven to rotate by the driving motor 2 through the flexible shaft assembly 4, and the second transmission assembly can drive the brake pedal assembly 13 to rotate around the second rotating shaft 19, so as to adjust the layout position of the brake pedal assembly 13 to meet the needs of the driver.

[0080] In one embodiment, referring to Figure 4 The brake pedal mechanism also includes a transition bracket 14; the first end of the transition bracket 14 is rotatably mounted on the base 10; the brake pedal assembly 13 is rotatably mounted on the transition bracket 14; the second transmission assembly is arranged on the transition bracket 14, for locking the brake pedal assembly 13 and the transition bracket 14.

[0081] As an example, the brake pedal mechanism also includes a transition bracket 14; during installation, the first end of the transition bracket 14 is rotatably mounted on the base 10, specifically, the first end of the transition bracket 14 is rotatably mounted on the base 10 via a third rotating shaft 20; the brake pedal assembly 13 is rotatably mounted on the transition bracket 14 via a second rotating shaft 19; in this arrangement, when there is no electric adjustment, the second transmission assembly is arranged on the transition bracket 14, locking the brake pedal assembly 13 and the transition bracket 14 into an integral structure, and there is no relative movement between them. When the brake pedal assembly 13 is stepped on, the transition bracket 14 rotates with the brake pedal assembly 13. The above structure can realize the electric adjustment of the brake pedal assembly 13, and does not affect normal stepping when not adjusted. The transition bracket 14 includes a first bracket 141, a second bracket 142 and a third bracket 143, the third bracket 143 is connected to the first bracket 141 and the second bracket 142, the first bracket 141 and the second bracket 142 are arranged opposite to each other to form a space for the brake pedal assembly 13 to move; the brake pedal assembly 13 is rotatably mounted between the first bracket 141 and the second bracket 142 through the second rotating shaft 19, and the brake pedal assembly 13 can be driven to rotate around the second rotating shaft 19 through the driving motor 2 through the second transmission assembly to adjust the layout position of the brake pedal assembly 13; the first end of the first bracket 141 and the first end of the second bracket 142 are rotatably mounted on the base 10 through the third rotating shaft 20, and the second transmission assembly is arranged on the transition bracket 14, the brake pedal assembly 13 and the transition bracket 14 are locked into an integral structure, and there is no relative movement between them, and the overall posture of the transition bracket 14 can be adjusted to adjust the brake pedal assembly 13.

[0082] In one embodiment, referring to Fig.17 The first transmission assembly is a worm gear double worm assembly 1, which includes a first housing 101, a first worm wheel 102, a first worm 103, a second worm 104 and a first transmission rod 105; the first worm wheel 102 is rotatably mounted in the first housing 101; the first worm 103 and the second worm 104 are spaced apart in the first housing 101, the first worm 103 is meshed with one side of the first worm wheel 102, and the second worm 104 is meshed with the other side of the first worm wheel 102; the first transmission rod 105 is mounted in the first worm wheel 102, and the first transmission rod 105 can move axially along the first worm wheel 102; the first worm 103 is connected to the first end of the drive motor 2, the first transmission rod 105 is used to be connected to the accelerator pedal mechanism, and the second worm 104 is used to be connected to the first end of the second transmission assembly or the flexible shaft assembly 4.

[0083] As an example, a first arrangement structure of a transmission mechanism is introduced, wherein the first transmission assembly is a worm gear double worm assembly 1 , which includes a first housing 101 , a first worm wheel 102 , a first worm 103 , a second worm 104 and a first transmission rod 105 . During installation, the first housing 101 is used as a reference part and can be installed on the driving motor 2; the first worm wheel 102 is installed in the first housing 101 through bearings or other connecting parts, and the first worm wheel 102 can rotate; the first worm 103 and the second worm 104 are arranged in the first housing 101 at intervals, so that the first worm 103 is meshed with one side of the first worm wheel 102, and the second worm 104 is meshed with the other side of the first worm wheel 102. In this way, the first worm 103 is rotated, which can drive the first worm wheel 102 to rotate, thereby driving the second worm 104 to rotate, which is the first transmission path; then the first transmission rod 105 is installed in the first worm wheel 102. When the first worm wheel 102 rotates, the first transmission rod 105 can be driven to move axially along the first worm wheel 102 (axial telescopic movement), which is the second transmission path. The driving motor 2 is a single-head motor, and the output end of the driving motor 2 is connected to the first worm 103 of the worm-gear double-worm assembly 1; it is connected to the second worm 104 of the worm-gear double-worm assembly 1, the second transmission assembly is used to be connected to the brake pedal mechanism, and the first transmission rod 105 is used to be connected to the accelerator pedal mechanism; the driving motor 2 provides power to drive the first worm 103 to rotate, which can drive the first worm wheel 102 to rotate, thereby driving the second worm 104 to rotate, and the brake pedal mechanism is adjusted through the second transmission assembly; or, the second worm 104 is connected to the first end of the flexible shaft assembly 4, the driving motor 2 provides power to drive the first worm 103 to rotate, which can drive the first worm wheel 102 to rotate, thereby driving the second worm 104 to rotate, the second worm 104 drives the flexible shaft assembly 4 to rotate, and the flexible shaft assembly 4 is adjusted through the second transmission assembly to adjust the brake pedal mechanism; at the same time, the rotation of the first worm wheel 102 can drive the first transmission rod 105 to move axially along the first worm wheel 102 to adjust the accelerator pedal mechanism. The combination of a drive motor 2 and a worm gear has been applied in many fields of motor transmission, but it is basically a one-to-one match between the drive motor 2 and the worm gear. If there are transmission requirements in two different positions or directions, two drive motors 2 are required to correspond, which increases the product cost and the difficulty of layout. The worm gear double worm assembly 1 can realize dual transmission, with a simple structural layout and reduced costs; at the same time, by using a drive motor 2, a worm gear double worm assembly 1 and a second transmission assembly, the two sets of transmission paths can be accurately synchronized to avoid possible control deviations caused by the control of the two drive motors 2, meet the use requirements, and have a broader application prospect.

[0084] In one embodiment, referring to Fig.18At least one of the first transmission assembly and the second transmission assembly is a worm gear single worm assembly 3, which includes a second housing 31, a second worm wheel 32, a third worm 33 and a second transmission rod 34; the second worm wheel 32 is rotatably mounted in the second housing 31; the third worm 33 is arranged in the second housing 31 and meshes with one side of the second worm wheel 32; the second transmission rod 34 is installed in the second worm wheel 32, and the second transmission rod 34 can move axially along the second worm wheel 32; the third worm 33 is connected to the second end of the drive motor 2 or the second end of the flexible shaft assembly 4, and the second transmission rod 34 is used to be connected to the brake pedal mechanism.

[0085] As an example, a second arrangement structure of the transmission mechanism is introduced, in which at least one of the first transmission component and the second transmission component is a worm gear single worm assembly 3, and the worm gear single worm assembly 3 includes a second housing 31, a second worm wheel 32, a third worm 33 and a second transmission rod 34; during installation, the second housing 31 serves as a supporting structure for installing parts of the worm gear single worm; the second worm wheel 32 is installed in the second housing 31 through bearings or other connecting parts, and the third worm 33 is arranged in the second housing 31 and meshes with one side of the second worm wheel 32. The rotation of the third worm 33 can drive the second worm wheel 32 to rotate; the second transmission rod 34 is installed in the second worm wheel 32. The rotation of the second worm wheel 32 can drive the second transmission rod 34 to move axially along the second worm wheel 32. The third worm 33 in the first transmission assembly is connected to the second end (i.e., the output end) of the drive motor 2, the first end of the flexible shaft assembly 4 is connected to the first end of the drive motor 2, and the third worm 33 in the second transmission assembly is connected to the second end of the flexible shaft assembly 4; when the drive motor 2 provides power, the third worm 33 of the first transmission assembly can be driven to rotate, so as to drive the second worm wheel 32 in the first transmission assembly to rotate, so as to drive the second transmission rod 34 to move axially along the second worm wheel 32, so as to adjust the brake pedal mechanism; at the same time, the third worm 33 in the second transmission assembly is driven to rotate by the flexible shaft assembly 4, so as to drive the second worm wheel 32 in the second transmission assembly to rotate, so as to drive the second transmission rod 34 to move axially along the second worm wheel 32, so as to adjust the accelerator pedal mechanism. The transmission mechanism can realize dual transmission, has a simple structural arrangement, and reduces costs; at the same time, by using a drive motor 2, a first transmission assembly, a flexible shaft assembly 4, and a second transmission assembly, the two sets of transmission paths can be accurately synchronized, avoiding the control deviation that may occur in the control of the two drive motors 2, meeting the use requirements, and having a wider application prospect.

[0086] In one embodiment, at least one of the first transmission assembly and the second transmission assembly is a gear rack assembly, which includes a third housing, a gear and a rack; the gear is rotatably mounted on the third housing and connected to the second end of the drive motor 2 or the second end of the flexible shaft assembly 4; the rack is movably mounted on the third housing, meshing with the gear, and used to be connected to the brake pedal mechanism.

[0087] As an example, the third arrangement structure of the transmission mechanism is introduced, at least one of the first transmission assembly and the second transmission assembly is a gear rack assembly, and the gear rack assembly includes a third housing, a gear and a rack; when installed, the third housing is used as a supporting structure for installing parts of the gear rack assembly; the gear is installed in the third housing through a bearing or other connecting parts, connected to the output end of the drive motor 2 or the second end of the flexible shaft assembly 4, and the rack is movably installed on the third housing, meshed with the gear, and used to connect with the brake pedal mechanism. Specifically, the gear in the first transmission assembly is connected to the second end (i.e., the output end) of the drive motor 2, the first end of the flexible shaft assembly 4 is connected to the first end of the drive motor 2, and the gear in the second transmission assembly is connected to the second end of the flexible shaft assembly 4. When the drive motor 2 provides power, it can drive the gear of the first transmission assembly to rotate, so as to drive the rack in the first transmission assembly to move on the third housing, so as to adjust the brake pedal mechanism; at the same time, the gear in the second transmission assembly is driven to rotate through the flexible shaft assembly 4, so as to drive the rack in the first transmission assembly to move on the third housing, so as to adjust the accelerator pedal mechanism. The transmission mechanism can realize dual transmission, has a simple structural layout, and reduces costs; at the same time, by using a drive motor 2, a first transmission component, a flexible shaft component 4 and a second transmission component, the two sets of transmission paths can be accurately synchronized to avoid control deviations that may occur in the control of the two drive motors 2, meet usage requirements, and have broader application prospects.

[0088] The utility model embodiment provides an electric adjustment human-machine system, referring to Fig.19 , including a controller 15, a sensing device, a steering wheel assembly 16, a seat assembly 17 and a pedal assembly; a sensing device is respectively provided on the steering wheel assembly 16, the seat assembly 17 and the pedal assembly, and each sensing device is connected to the controller 15 for collecting sensing information and sending the sensing information to the controller 15; the controller 15 is used to control the steering wheel assembly 16, the seat assembly 17 and the pedal assembly to work according to the sensing information.

[0089] As an example, the electric adjustment of the seat assembly 17, the electric adjustment of the steering wheel assembly 16, and the electric adjustment of the pedal assembly are all simply adjusted by buttons. The logic and function of the adjustment are also very simple. Although the adjustment of the human-machine position can be achieved, it is very cumbersome. Three adjustments are required, and the driver must find three relatively comfortable positions for the human-machine. The electric adjustment human-machine system includes a controller 15, a sensing device, a steering wheel assembly 16, a seat assembly 17, and a pedal assembly; when in use, a sensing device is respectively provided on the steering wheel assembly 16, the seat assembly 17, and the pedal assembly, and each sensing device is connected to the controller 15, and is used to collect the sensing information of the steering wheel assembly 16, the seat assembly 17, and the pedal assembly, and send the sensing information to the controller 15, and the controller 15 can control the steering wheel assembly 16, the seat assembly 17, and the pedal assembly to work. Through the software algorithm in the controller, one of the three can be adjusted, and the remaining two can be adjusted according to the big data of human-machine statistics and the corresponding position relationship equations to give corresponding adjustment values, and the remaining two can be controlled to automatically adjust to the recommended position, so as to provide the driver with a recommended adjustment reference, and also realize the simple adjustment of one-key linkage, so as to save the need for three to be adjusted one by one, bringing the driver a more convenient driving experience, and also giving the driver who is driving for the first time or is not familiar with the vehicle model a recommended human-machine position adjustment reference. It not only provides a more comfortable human-machine position, but also increases the driver's experience, and also brings a more intelligent feeling to the whole vehicle. Among them, controller 15 is a central controller.

[0090] In one embodiment, the sensing device includes a steering wheel sensor disposed on the steering wheel assembly 16 , a seat sensor disposed on the seat assembly 17 , and a pedal sensor disposed on the pedal assembly.

[0091] As an example, the sensing device includes a steering wheel sensor, a seat sensor and a pedal sensor; when installed, the steering wheel sensor is set on the steering wheel assembly 16 and connected to the controller 15, and is used to collect the sensing information of the steering wheel assembly 16 and send the sensing information to the controller 15. The controller 15 can adjust the seat assembly 17 and the accelerator pedal mechanism and the brake pedal mechanism of the pedal assembly accordingly according to the adjustment information of the steering wheel assembly 16. The seat sensor is set on the seat assembly 17 and connected to the controller 15, and is used to collect the sensing information of the seat assembly 17 and send the sensing information to the controller 15. The controller 15 can adjust the steering wheel assembly 16 and the accelerator pedal mechanism and the brake pedal mechanism of the pedal assembly accordingly according to the adjustment information of the seat assembly 17. The pedal sensor is set on the pedal assembly and connected to the controller 15, and is used to collect the sensing information of the pedal assembly and send the sensing information to the controller 15. The controller 15 can adjust the steering wheel assembly 16 and the seat assembly 17 accordingly according to the adjustment information of the accelerator pedal mechanism and the brake pedal mechanism of the pedal assembly.

[0092] In one embodiment, the sensing device further includes a door sensor disposed on a vehicle door.

[0093] As an example, the sensing device also includes a door sensor; when installed, the door sensor is set on the door and connected to the controller 15, for collecting sensing information of the door, sending the sensing information to the controller 15, and the controller 15 adjusts the pedal assembly; when the door is opened in this way, the pedal assembly has a welcoming function, and when the door is opened, the pedal can automatically move from the adjustable lower limit position to the memorized initial position or the default initial position. After power is off, when the entire vehicle is dormant, the accelerator pedal mechanism and the brake pedal mechanism automatically move from the memorized initial position or the default initial position to the adjustable lower limit position, giving people a high-tech experience.

[0094] As an example, the electronic adjustment human-machine system also includes a control component; the control component is connected to the controller and is used to control the controller 15. The control component can be a physical button for adjusting the pedal or a virtual button on the screen to set the adjustment level; specifically, it includes two operations, namely, pressing up and pressing down. The controller 15 outputs a signal. When pressing up, the signal is transmitted to the drive motor 2 of the transmission mechanism, driving the transmission component of the transmission mechanism to pull the accelerator pedal mechanism and the brake pedal mechanism toward the front of the vehicle body; when pressing down, the signal is transmitted to the drive motor 2 of the transmission mechanism, driving the transmission component of the transmission mechanism to push the accelerator pedal mechanism and the brake pedal mechanism toward the rear of the vehicle body.

[0095] The embodiment of the utility model provides a car, comprising an electric adjustment human-machine system.

[0096] As an example, the electric adjustment human-machine system includes a controller 15, a sensing device, a steering wheel assembly 16, a seat assembly 17 and a pedal assembly; when in use, a sensing device is provided on the steering wheel assembly 16, the seat assembly 17 and the pedal assembly, and each sensing device is connected to the controller 15, and is used to collect the sensing information of the steering wheel assembly 16, the seat assembly 17 and the pedal assembly, and send the sensing information to the controller 15, and the controller 15 can control the steering wheel assembly 16, the seat assembly 17 and the pedal assembly to work. Through the software algorithm in the controller, one of the three is adjusted, and the remaining two are given corresponding adjustment values ​​according to the big data of human-machine statistics and the corresponding position relationship equations, and the remaining two are controlled to automatically adjust to the recommended position, which is convenient for giving the driver a recommended adjustment reference, and can also realize a simple adjustment of one-key linkage, so that the three need to be adjusted one by one, which brings a more convenient driving experience to the driver, and also gives a recommended human-machine position adjustment reference to the driver who is driving for the first time or is not familiar with the vehicle type. It not only provides a more comfortable human-machine position, but also enhances the driver's experience and gives the entire vehicle a more intelligent feel.

[0097] The electric adjustment human-machine system in this example has a pedal welcoming function. When the door is opened, the accelerator pedal mechanism and the brake pedal mechanism will automatically move from the adjustable lower limit position to the memorized initial position or the default initial position at the same time. When the vehicle is dormant after power-off, the accelerator pedal mechanism and the brake pedal mechanism will automatically move from the memorized initial position or the default initial position to the adjustable lower limit position. Its working logic is: when the controller 15 receives the signal change from the vehicle power-off dormancy to the power-on, and then receives the signal of the door opening, the controller 15 issues a welcoming instruction to the drive motor 2 of the pedal assembly, and the drive motor 2 moves the accelerator pedal mechanism and the brake pedal mechanism to the specified position through the transmission component; when the controller 15 receives the signal change from the vehicle power-on state to the power-off dormancy, the controller 15 issues a pedal recovery instruction to the drive motor 2 of the pedal assembly, and the drive motor 2 moves the accelerator pedal mechanism and the brake pedal mechanism to the specified position through the transmission component; this setting can bring a more intelligent driving experience to the driver.

[0098] On the other hand, the steering wheel assembly 16, the seat assembly 17 and the pedal assembly can realize linkage adjustment of the three. The virtual button setting "Human-machine position linkage adjustment" is turned on on the vehicle screen. One of the three is adjusted through the software algorithm. The remaining two are given corresponding adjustment values ​​according to the big data of human-machine statistics, and the remaining two are controlled to be adjusted to the recommended position, which is convenient for the driver to adjust the reference and can realize simple adjustment. Its working logic: the adjustment request signal is sent to the controller 15 through the adjustment switch (any one of the adjustment button of the steering wheel assembly 16 or the adjustment dial of the seat assembly 17 or the adjustment button of the pedal assembly or the virtual button on the soft screen). The driving motor 2 in the steering wheel assembly 16, the seat assembly 17 and the pedal assembly is equipped with a stroke sensor. The stroke sensor can convert the number of revolutions of the motor rotor into the stroke of the corresponding structure (steering wheel assembly 16, seat assembly 17 and pedal assembly), and the stroke parameter is fed back to the controller 15. The controller 15 combines the existing position signals fed back by the travel sensors in the steering wheel assembly 16, the seat assembly 17 and the pedal assembly for comprehensive judgment, and converts them into related equations according to the statistically relatively comfortable human-machine positions of the three. The corresponding travels of the other two paths are calculated through one request signal, and the adjustment signals are sent to different drive motors 2 respectively. The drive motors 2 then drive their corresponding transmission components respectively, so that the steering wheel assembly 16, the seat assembly 17 and the pedal assembly move to their respective specified positions. This setting brings a better driving experience to the driver, especially convenient operation and intelligent experience; the same model benefits a wider group of people, and this is an excellent design for people of different heights, especially for small people driving super-large vehicles. It is no longer a problem, but an intelligent experience.

[0099] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A pedal assembly, characterized in that: It includes a base, a driving motor, an accelerator pedal mechanism, a brake pedal mechanism and a transmission mechanism; The accelerator pedal mechanism and the brake pedal mechanism are arranged at intervals, and both are rotatably mounted on the base; The drive motor is arranged on the base, the output shaft of the drive motor is connected to the transmission mechanism, and the transmission mechanism is connected to the accelerator pedal mechanism and the brake pedal mechanism for driving the accelerator pedal mechanism and the brake pedal mechanism to adjust synchronously.

2. The pedal assembly according to claim 1, characterized in that: The transmission mechanism comprises a first transmission assembly, a second transmission assembly and a flexible shaft assembly; The first end of the drive motor is connected to the first end of the flexible shaft assembly, and the second end of the drive motor is connected to the first transmission assembly; or the first end of the drive motor is connected to the first transmission assembly, and the first end of the flexible shaft assembly is connected to the first transmission assembly; The second end of the flexible shaft assembly is connected to the second transmission assembly, the first transmission assembly is connected to the accelerator pedal mechanism, and the second transmission assembly is used to be connected to the brake pedal mechanism.

3. The pedal assembly according to claim 2, characterized in that: The accelerator pedal mechanism comprises a support seat and an accelerator pedal assembly; One end of the support seat is rotatably mounted on the base, and the other end of the support seat is connected to the first transmission assembly; The accelerator pedal assembly is arranged on the support seat.

4. The pedal assembly according to claim 2, characterized in that: The brake pedal mechanism includes a brake pedal assembly; The first end of the brake pedal assembly is rotatably mounted on the base, and a portion of the brake pedal assembly away from the first end is connected to the second transmission assembly.

5. The pedal assembly according to claim 4, characterized in that: The brake pedal mechanism also includes a transition bracket; The first end of the transition bracket is rotatably mounted on the base; The brake pedal assembly can be rotatably mounted on the transition bracket; The second transmission assembly is disposed on the transition bracket and is used to lock the brake pedal assembly and the transition bracket.

6. The pedal assembly according to claim 2, characterized in that: The first transmission assembly is a worm gear double worm assembly, and the worm gear double worm assembly includes a first housing, a first worm wheel, a first worm, a second worm and a first transmission rod; The first worm gear is rotatably mounted in the first housing; The first worm and the second worm are arranged in the first housing at intervals, the first worm is meshed with one side of the first worm wheel, and the second worm is meshed with the other side of the first worm wheel; The first transmission rod is installed in the first worm gear, and the first transmission rod can move axially along the first worm gear; The first worm is connected to the first end of the driving motor, the first transmission rod is used to be connected to the accelerator pedal mechanism, and the second worm is used to be connected to the second transmission assembly or the first end of the flexible shaft assembly.

7. The pedal assembly according to claim 2, characterized in that: At least one of the first transmission assembly and the second transmission assembly is a worm gear single worm assembly, and the worm gear single worm assembly includes a second housing, a second worm wheel, a third worm and a second transmission rod; The second worm gear is rotatably mounted in the second housing; The third worm is disposed in the second housing and meshes with one side of the second worm wheel; The second transmission rod is installed in the second worm gear, and the second transmission rod can move axially along the second worm gear; The third worm is connected to the second end of the drive motor or the second end of the flexible shaft assembly, and the second transmission rod is used to be connected to the brake pedal mechanism.

8. The pedal assembly according to claim 2, characterized in that: At least one of the first transmission assembly and the second transmission assembly is a gear rack assembly, and the gear rack assembly includes a third housing, a gear and a rack; The gear is rotatably mounted on the third housing and connected to the second end of the drive motor or the second end of the flexible shaft assembly; The rack is movably mounted on the third housing, meshed with the gear, and used to be connected to the brake pedal mechanism.

9. An electrically adjustable human-machine system, characterized in that: It comprises a controller, a sensing device, a steering wheel assembly, a seat assembly and a pedal assembly as claimed in any one of claims 1 to 8; The steering wheel assembly, the seat assembly and the pedal assembly are respectively provided with a sensing device, each of which is connected to the controller and is used to collect sensing information of the steering wheel assembly, the seat assembly and the pedal assembly, and send the sensing information to the controller; The controller is used to control the operation of the steering wheel assembly, the seat assembly and the pedal assembly.

10. The electrically adjustable human-machine system according to claim 9, characterized in that: The sensing device includes a steering wheel sensor arranged on the steering wheel assembly, a seat sensor arranged on the seat assembly, and a pedal sensor arranged on the pedal assembly.

11. The electrically adjustable human-machine system according to claim 10, characterized in that: The sensing device further comprises a door sensor arranged on the vehicle door.

12. A car, characterized in that: The invention comprises the electrically adjustable human-machine system as described in any one of claims 9 to 11.

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