Electronic accelerator pedal based on analog signal and PWM output

Abstract

The utility model discloses an electronic accelerator pedal based on analog signals and PWM (Pulse Width Modulation) output, which comprises a pedal body and two signal circuits consisting of an input module, a Hall module and an output module which are sequentially connected, and the two signal circuits are respectively an analog signal circuit and a PWM signal circuit, a Hall module of the analog signal circuit adopts a linear Hall sensor U1 for outputting analog signals, a Hall module of the PWM signal circuit adopts a digital Hall sensor U2 for outputting PWM signals, the U1 and the U2 are respectively powered by independent power supplies, the signal circuit of the pedal adopts two circuit design schemes, different Hall sensors are adopted to output the analog signals and the PWM signals, and the signal circuit of the pedal adopts a single-chip microcomputer. The whole vehicle ECU obtains the percentage of the two paths of signals, whether the pedal breaks down or not is recognized according to the synchronization degree judgment standard, the situation that the whole vehicle cannot recognize the fault due to common cause failure of the pedal is avoided, the random failure rate of the pedal is reduced, and the design diversity is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile electronic hardware, in particular to an electronic accelerator pedal based on analog signals and PWM output. Background Art

[0002] With the development of society and the improvement of people's living standards, cars are becoming more and more popular. People have higher and higher demands for car safety and reliability. As an important safety device on the whole vehicle, the output signal of the accelerator pedal is generated by the internal Hall sensor and reaches the vehicle control unit ECU through the external circuit. Due to its simple structure and control method and low cost, the accelerator pedal mostly adopts the output method of dual analog signals, but it still has the following disadvantages:

[0003] For example, the patent with publication number CN105774593A discloses a dual-circuit pedal control method for new energy electric vehicles, S1, the vehicle controller VCU (equivalent to the ECU of this application) samples two analog signals A and B of a pedal; S2, the vehicle controller VCU filters the two analog signals A and B to obtain the signal C after filtering out interference; S3, obtain the ratio A / B of the two analog signals A and B, and determine whether the ratio A / B is within a preset range. If so, execute step S4, if not, refuse to respond to the pedal; S4, continue to determine whether signal C is within the preset range. If so, execute step S5, if not, refuse to respond to the pedal; S5, clear the fault signal and respond to the opening of signal C. This pedal control method filters out interference through two analog signal circuits, and the identification method compares the output signals of the two analog signal circuits, thereby increasing the accuracy of identification and solving the problem that the existing single-loop pedal signal is easily affected by external interference and can easily cause safety accidents if improperly handled. Although the above method determines the ratio of the two analog signals, if the two analog signals fail for the same reason and the two signals fail in the same way, the voltages of the two signals change together and the ratio remains 1:1, then the vehicle controller cannot detect that the pedal has failed, resulting in the inability to ensure the functional safety of the vehicle. In addition, the traditional dual analog circuit has insufficient voltage resistance and anti-interference performance, and the design is also simple.

[0004] Nowadays, manufacturers and customers have higher and higher requirements for the functional safety of pedals. Some customers have requirements for pedals according to the ISO 26262 standard, which includes the random failure rate of hardware. In traditional dual analog signal circuits, the two identical circuit designs have the same output accuracy and verification processing of their signals, and the same product failure mechanism. Common cause failures are prone to occur, resulting in the phenomenon that the entire vehicle cannot be recognized, increasing the random failure rate of the pedal. Technicians can reduce the random failure rate of hardware by improving hardware quality and increasing system reliability, but such improvements are still not enough. Therefore, there is an urgent need for analog quantity + PWM signal solutions to meet customers' high safety requirements for pedals. Utility Model Content

[0005] In view of the problems existing in the prior art, that is, the traditional two-way analog signal fails due to the same reason, the voltages of the two signals change together and the ratio is still 1:1, and the vehicle controller cannot detect that the pedal has failed. Therefore, the utility model provides an electronic throttle pedal and control method based on analog signal and PWM output. The signal circuit of the pedal uses two circuit design schemes, and different Hall sensors are used to output analog signals and PWM signals to avoid common cause failure of the pedal that causes the vehicle to be unable to identify the fault, reduce the random failure rate of the pedal, and increase the circuit's voltage resistance and anti-interference performance, thereby increasing the diversity of design.

[0006] The utility model provides an electronic accelerator pedal based on analog signal and PWM output. The electronic accelerator pedal comprises a pedal body and two signal circuits consisting of an input module, a Hall module and an output module connected in sequence. The two signal circuits are an analog signal circuit and a PWM signal circuit. The Hall module of the analog signal circuit adopts a linear Hall sensor U1 that outputs analog signals, and the Hall module of the PWM signal circuit adopts a digital Hall sensor U2 that outputs PWM signals. U1 and U2 are powered by independent power supplies respectively.

[0007] As a preferred solution of the electronic accelerator pedal of the utility model, the input modules of the analog signal circuit and the PWM signal circuit are respectively the first power input circuit and the second power input circuit; the first power input circuit is connected to the linear Hall sensor U1, and is used to filter the input voltage, filter out the clutter interference of the high-frequency signal, and then supply power to the digital Hall sensor U1;

[0008] It is used to filter and limit the input voltage before powering the digital Hall sensor U2, and to provide reverse polarity protection for U2 and suppress pulse interference at the power supply end.

[0009] As a preferred solution of the electronic accelerator pedal described in the utility model, wherein: the first power supply input circuit includes a magnetic bead B1, capacitors C1 and C2, one end of the magnetic bead B1 is connected to a 5V power supply, and the other end is connected to capacitors C1 and C2, one end of capacitor C1 is connected to the magnetic bead B1, and the other end is grounded, one end of capacitor C2 is connected to capacitor C1 and the VDD end of the linear Hall sensor U1, and the other end is grounded, and capacitors C1 and C2 are connected in parallel with the VDD end of the linear Hall sensor U1.

[0010] The second power supply input circuit includes a diode D1, a transient suppression diode TVS1, a magnetic bead B2, a resistor R3, and capacitors C4 and C5. The anode of the diode D1 is connected to a 12V power supply, and the cathode is connected to TVS1. The transient suppression diode TVS1 is connected in parallel in the circuit, one end of which is connected to the diode D1 and the magnetic bead B2, and the other end is grounded. The magnetic bead B2 is connected in series with the resistor R3 and then connected to the capacitor C4. The capacitor C4 and the capacitor C5 are connected in parallel in the circuit, one end of the capacitor C4 is connected to the resistor R3 and the capacitor C5, and the other end is grounded. One end of the capacitor C5 is connected to the capacitor C4 and the VDD end of the digital Hall sensor U2.

[0011] As a preferred solution of the electronic accelerator pedal of the utility model, the output modules of the analog signal circuit and the PWM signal circuit are respectively the first signal matching circuit and the second signal matching circuit; the first signal matching circuit is connected to the linear Hall sensor U1, and is used to filter and smooth the output signal of the linear Hall sensor U1 and limit the current;

[0012] The second signal matching circuit is connected to the Hall sensor U2 and is used to filter the output signal of the digital Hall sensor U2 and generate a PWM waveform that meets the requirements.

[0013] As a preferred solution of the electronic accelerator pedal described in the utility model, wherein: the first signal matching circuit includes a capacitor C3 and a resistor R1, one end of the capacitor C3 is connected to the OUT end of the linear Hall sensor U1 and the resistor R1, and the other end is grounded, the capacitor C3 and the OUT end of the linear Hall sensor U1 are connected in parallel, one end of the resistor R1 is connected to the OUT end of the linear Hall sensor U1 and the capacitor C3, and the other end is connected to the signal output end of the pedal and connected to the vehicle ECU.

[0014] The second signal matching circuit includes a capacitor C6, a resistor R2 and a pull-up resistor R4. One end of the capacitor C6 is connected to the OUT end of the digital Hall sensor U2 and the resistor R2, and the other end is grounded. The capacitor C6 and the OUT end of the digital Hall sensor U2 are connected in parallel. One end of the resistor R2 is connected to the OUT end of the digital Hall sensor U2 and the capacitor C6, and the other end is connected to the resistor R4. One end of the resistor R4 is connected to a power supply of 12V, and the other end is connected to the resistor R2 and the signal output end of the pedal to connect to the vehicle ECU.

[0015] As a preferred solution of the electronic accelerator pedal of the utility model, the specific model of the linear Hall sensor U1 is HAL2420; the specific model of the digital Hall sensor U2 is HAL2850.

[0016] As a preferred solution of the electronic accelerator pedal of the utility model, the linear Hall sensor U1 is powered by the ECU, and the digital Hall sensor U2 is powered by a battery.

[0017] Beneficial effects of the utility model:

[0018] 1. The two signal circuits of the electronic accelerator pedal based on analog signal and PWM output of the utility model adopt two different types of sensors, one outputs analog signal and the other outputs PWM signal. The output signal types are different. When the two circuits fail at the same time due to the same fault source, the failure mechanism is different. Therefore, the whole vehicle can identify the fault through the judgment standard of synchronization, thereby improving the safety of the vehicle and reducing the random failure rate of the pedal.

[0019] 2. The designs of the two signal circuits are different, which increases the diversity of accelerator pedal design and can meet the needs of different customers.

[0020] 3. The analog + PWM solution replaces the traditional dual-mode signal solution to increase the overall voltage resistance and anti-interference performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 Two signal circuit diagrams of the electronic accelerator pedal based on analog signal and PWM output

[0022] In the figure, 1 is an analog signal circuit and 2 is a PWM signal circuit.

[0023] Figure 2 The flowchart of the analog signal circuit of the electronic accelerator pedal is shown in FIG.

[0024] Figure 3 The flowchart of the PWM signal circuit of the electronic accelerator pedal is shown in FIG.

[0025] Figure 4 It is an output curve diagram of the analog signal circuit and the PWM signal circuit of the electronic accelerator pedal.

[0026] Figure 5 Output curve diagram of dual analog signal circuit of traditional electronic accelerator pedal DETAILED DESCRIPTION

[0027] The present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only the parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0028] Reference Figure 1-4 , is an embodiment of the utility model, which provides an electronic accelerator pedal based on analog signals and PWM output. The utility model includes a pedal body and two signal circuits connected in sequence, consisting of an input module, a Hall module and an output module.

[0029] Reference Figure 1 The two signal circuits are analog signal circuit 1 and PWM signal circuit 2. The Hall module of analog signal circuit 1 adopts linear Hall sensor U1 which outputs analog signal. U1 is powered by ECU. The specific model of U1 is HAL2420. The input module of analog signal circuit 1 is the first power input circuit. The first power input circuit is connected to linear Hall sensor U1 and is used to filter the input voltage and supply power to linear Hall sensor U1 after filtering out the clutter interference of high-frequency signal. The output module of analog signal circuit 1 is the first signal matching circuit. The first signal matching circuit is connected to linear Hall sensor U1 and is used to filter, smooth and limit the output signal of linear Hall sensor U1.

[0030] Specifically, the first power input circuit includes a magnetic bead B1, capacitors C1 and C2, one end of the magnetic bead B1 is connected to a 5V power supply, and the other end is connected to capacitors C1 and C2, one end of the capacitor C1 is connected to the magnetic bead B1, and the other end is grounded, one end of the capacitor C2 is connected to the capacitor C1 and the VDD end of the linear Hall sensor U1, and the other end is grounded, and the capacitors C1 and C2 are connected in parallel with the VDD end of the linear Hall sensor U1;

[0031] The first signal matching circuit includes a capacitor C3 and a resistor R1, one end of the capacitor C3 is connected to the OUT end of the linear Hall sensor U1 and the resistor R1, and the other end is grounded. The capacitor C3 and the OUT end of the linear Hall sensor U1 are connected in parallel. One end of the resistor R1 is connected to the OUT end of the linear Hall sensor U1 and the capacitor C3, and the other end is connected to the signal output end of the pedal and connected to the vehicle ECU.

[0032] Specifically, at a frequency of 100 MHz, the impedance of the magnetic bead B1 is 100 Ω, and the resistance of R1 is 100 Ω.

[0033] Reference Figure 2The input voltage passes through the first power input circuit through the power input end. B1, C1 and C2 filter the input voltage, filter out the clutter interference of the high-frequency signal and send it to the linear Hall sensor U1. The linear Hall sensor U1 outputs an analog signal and passes through the first signal matching circuit. The RC filter circuit composed of C3 and R1 can effectively reduce the output noise of the Hall sensor U1 and increase the stability of the product. Then, it passes through the resistor R1 to prevent the vehicle from pouring too much current into the sensor U1 and causing damage to the product, which plays a role in current limiting. The SIG1 signal finally generated is connected to the vehicle ECU through the signal output end of the pedal.

[0034] Continue to refer to Figure 1 The Hall module of the PWM signal circuit 2 adopts a digital Hall sensor U2 that outputs a PWM signal. U2 is powered by a battery. The specific model of U2 is HAL2850. The input module of the PWM signal circuit 2 is a second power input circuit. The second power input circuit is connected to the digital Hall sensor U2. The second power input circuit filters and limits the input voltage. The second power input circuit is connected to the Hall sensor U2 and is used to filter and limit the input voltage before supplying power to the digital Hall sensor U2, and to perform reverse polarity protection on U2 and suppress pulse interference at the power supply end; the output module of the PWM signal circuit 2 is a second signal matching circuit. The second signal matching circuit is connected to the digital Hall sensor U2 and is used to filter the output signal of the digital Hall sensor U2 and generate a PWM waveform that meets the requirements.

[0035] Specifically, the second power supply input circuit includes a diode D1, a transient suppression diode TVS1, a magnetic bead B2, a resistor R3, and capacitors C4 and C5. The anode of the diode D1 is connected to a 12V power supply, and the cathode is connected to the transient suppression diode TVS1. The transient suppression diode TVS1 is connected in parallel in the circuit, one end of which is connected to the diode D1 and the magnetic bead B2, and the other end is grounded. The magnetic bead B2 is connected in series with the resistor R3 and then connected to the capacitor C4. The capacitors C4 and C5 are connected in parallel in the circuit, one end of the capacitor C4 is connected to the resistor R3 and the capacitor C5, and the other end is grounded. One end of the capacitor C5 is connected to the capacitor C4 and the VDD end of the digital Hall sensor U2.

[0036] The second signal matching circuit includes a capacitor C6, a resistor R2 and a pull-up resistor R4. One end of the capacitor C6 is connected to the OUT end of the digital Hall sensor U2 and the resistor R2, and the other end is grounded. The capacitor C6 and the OUT end of the digital Hall sensor U2 are connected in parallel. One end of the resistor R2 is connected to the OUT end of the digital Hall sensor U2 and the capacitor C6, and the other end is connected to the resistor R4. One end of the resistor R4 is connected to a power supply of 12V, and the other end is connected to the resistor R2 and the signal output end of the pedal to connect to the vehicle ECU.

[0037] Specifically, at a frequency of 100 MHz, the impedance of the magnetic bead B2 is 100 Ω, and the resistance of R2 is 100 Ω.

[0038] Reference Figure 3 The input voltage passes through the second power input circuit through the power input end. The diode D2 has unidirectional conductivity. The diode D2 is connected in series at the power input end to prevent reverse connection and prevent the damage to the accelerator pedal caused by the reverse connection of the wiring harness power supply and ground. The TVS1 is connected in parallel in the second power input circuit to suppress pulse interference and effectively protect the back-end circuit components from damage by surge pulses; the magnetic bead B2 can effectively reduce interference under high frequency. The series resistor R3 plays a current limiting role in the second power input circuit to avoid power supply voltage fluctuations and generate large voltage to damage the back-end circuit. The capacitors C4 and C5 filter the signal and send it to the digital Hall sensor U2. The digital Hall sensor U2 outputs a PWM signal and passes through the second signal matching circuit. By adjusting the parameters of the resistors R4, R2 and C6, the requirements of different models for the PWM wave level and the rising and falling edge time are met. The pull-up resistor R4 is used as the OC gate to output a high-level PWM wave. The SIG2 signal finally generated is connected to the vehicle ECU through the signal output end of the pedal.

[0039] Figure 4 and Figure 5 It is a pedal signal output curve chart. The horizontal axis represents the pedal stroke, that is, the pressing angle range, which is 18°±1°, and the vertical axis represents the pedal signal output. The device presses the pedal to simulate the driver's pedaling while driving. The host computer collects the real-time data output by the two Hall sensors, and then connects the collected points to obtain a signal output curve chart. Linearity and synchronization are key electrical indicators of the accelerator pedal. Linearity indicates whether the signal output curve is a linearly changing straight line, and synchronization indicates the changing trend of the two signals, whether they are synchronous changes.

[0040] refer to Figure 4 Since the two signal circuits of the utility model have different output signal types and working voltages, and are independently powered, the analog signal circuit 1 is powered by the ECU, and the PWM signal circuit 2 is powered by the battery, which is not affected when signal acquisition is performed. Therefore, in this embodiment, the two signal requirements are made to be exactly the same; when the staff evaluates the vehicle performance or detects faults by observing the output curves, the two signal output curves of the utility model are approximately overlapped, and it can be very intuitive to see whether the synchronization and linearity meet the requirements. The mechanical dead point in the figure is 14.9°, which is the maximum angle that the pedal can reach.

[0041] refer to Figure 5, which is a normal dual analog signal output curve. In order to distinguish, the two signal curves are generally in a multiple relationship, and one signal is twice the second signal. For two different curves, in order to more intuitively see the linearity and synchronization of the signal curves, it is necessary to use the detection program to read the background data for comparative calculation, which is not conducive to the detection of staff.

[0042] In this embodiment, the PWM signal output frequency is 200Hz, that is, the signal is sent every 5ms, and the vehicle ECU's acquisition frequency for the analog signal and the PWM signal is 100±10Hz; the pedal does not move, and the reference values ​​of the initial positions of the analog signal circuit 1 and the PWM signal circuit 2 are both 8%, and the threshold is ±2%.

[0043] The control method of this embodiment is:

[0044] Step 1, obtaining the percentage A corresponding to the output signal of the analog signal circuit 1; when the pedal is powered on, the analog signal circuit 1 outputs a voltage value in real time, and after the vehicle ECU collects the voltage value, the currently read voltage value is divided by the current power supply voltage value to obtain the percentage A corresponding to the analog signal;

[0045] Obtain the percentage B corresponding to the output signal of the PWM signal circuit 2; when the pedal is powered, the PWM signal circuit (2) periodically outputs high and low level signals at a preset frequency, and the PWM signal recognition logic of the vehicle ECU is the proportion of the high level signal in one cycle, and the proportion is the percentage B corresponding to the PWM signal;

[0046] Step 2: When the pedal does not move, the vehicle ECU will compare A and B obtained in step S1 with the reference value of 8% of the corresponding initial position. If A and B do not exceed ±2%, proceed to step 3, otherwise the vehicle alarms.

[0047] Step 3: When the pedal moves, the vehicle ECU acquires A and B at a sampling frequency of 100 Hz;

[0048] When i (i ≥ 4) data are obtained successively, the data sets of A and B are represented as A[i] and B[i] respectively, and the maximum and minimum values ​​in A[i] are taken out, and the maximum value A[i] is represented as imax and minimum value A imin Respectively with the second data B in B[i] 2 Compare, calculate the difference and take the absolute value, then select the smallest difference as min1;

[0049] Take out the maximum and minimum values ​​in B[i] and put the maximum value B imax and minimum value B imin Respectively with the n-1th data A in A[i] i-1Compare, calculate the difference and take the absolute value, and then select the smallest difference min2;

[0050] Compare the above differences min1 and min2, and take the larger value of the two as the synchronization degree σ output;

[0051] If σ≤2%, proceed to step 4, otherwise the vehicle alarm is triggered;

[0052] In this step, once the pedal returns to its initial position, return to step 2;

[0053] Step 4. Select A 2 ~A i+1 and B 2 ~B i+1 Repeat the above steps; A 2 That is, the second data in A[i], A i+1 That is, the vehicle ECU obtains the i+1th A data, B 2 That is, the second data in B[i], B i+1 That is, the i+1th B data obtained by the vehicle ECU.

[0054] Synchronicity is the overlap of two signal curves, the smaller the overlap, the higher the overlap. If one of the signals fails, the synchronization index will be abnormal and the vehicle will alarm. When the pedal is in the initial position, that is, the pedal has not moved, the vehicle ECU judges the analog signal and PWM signal with the corresponding reference signal to identify whether there is a fault. When the pedal moves, it is controlled by the synchronization judgment standard in step 2. If a common cause failure occurs, the two signals will have different failure mechanisms and the change trends will not be consistent. The synchronization will change, and the vehicle ECU can detect signal failure problems and reduce safety hazards.

[0055] The accelerator pedal is a car safety component, and customers have higher and higher requirements for the functional safety level of the product, and also have requirements for failure modes and failure identification probabilities. For the dual analog signal circuit solution, since the two circuits are designed exactly the same, the failure mechanism of the circuits and the fault manifestations are also consistent. Most vehicles verify the signal through synchronization. If a common cause failure occurs, both signals will have problems. Since the failure mechanism and fault manifestation are the same, the voltage changes are consistent and the synchronization does not change. At this time, the whole vehicle will not alarm, and the user cannot detect it when using it, which can easily cause safety accidents.

[0056] Compared with the traditional dual analog signal circuit, the utility model adopts analog quantity + PWM mode. Due to the two different circuit designs, once a fault occurs, the failure mechanism and fault manifestation mode of the sensor are different, so the probability of common cause failure is very low, which greatly enhances the safety of the throttle and increases the diversity of throttle pedal design to meet the needs of different customers. In addition, the PWM design circuit adds many protection elements, which is superior to the analog design in terms of voltage resistance and anti-interference.

Claims

1. An electronic accelerator pedal based on analog signal and PWM output, comprising a pedal body and two signal circuits consisting of an input module, a Hall module and an output module connected in sequence, characterized in that: The two signal circuits are an analog signal circuit (1) and a PWM signal circuit (2). The Hall module of the analog signal circuit (1) uses a linear Hall sensor U1 that outputs analog signals, and the Hall module of the PWM signal circuit (2) uses a digital Hall sensor U2 that outputs PWM signals. U1 and U2 are powered by independent power supplies.

2. The electronic accelerator pedal according to claim 1, characterized in that: The input modules of the analog signal circuit (1) and the PWM signal circuit (2) are respectively a first power input circuit and a second power input circuit; the first power input circuit is connected to the linear Hall sensor U1 and is used to filter the input voltage and supply power to the linear Hall sensor U1 after filtering out the clutter interference of the high-frequency signal; The second power input circuit is connected to the Hall sensor U2, and is used to filter and limit the input voltage before supplying power to the digital Hall sensor U2, and to provide reverse polarity protection to U2 and suppress pulse interference at the power supply end.

3. The electronic accelerator pedal according to claim 2, characterized in that: The first power input circuit includes a magnetic bead B1, capacitors C1 and C2. One end of the magnetic bead B1 is connected to a 5V power supply, and the other end is connected to capacitors C1 and C2. One end of capacitor C1 is connected to the magnetic bead B1, and the other end is grounded. One end of capacitor C2 is connected to capacitor C1 and the VDD end of the linear Hall sensor U1, and the other end is grounded. Capacitors C1 and C2 are connected in parallel with the VDD end of the linear Hall sensor U1.

4. The electronic accelerator pedal according to claim 2, characterized in that: The second power supply input circuit includes a diode D1, a transient suppression diode TVS1, a magnetic bead B2, a resistor R3, and capacitors C4 and C5. The anode of the diode D1 is connected to a 12V power supply, and the cathode is connected to TVS1. The transient suppression diode TVS1 is connected in parallel in the circuit, one end of which is connected to the diode D1 and the magnetic bead B2, and the other end is grounded. The magnetic bead B2 is connected in series with the resistor R3 and then connected to the capacitor C4. The capacitor C4 and the capacitor C5 are connected in parallel in the circuit, one end of the capacitor C4 is connected to the resistor R3 and the capacitor C5, and the other end is grounded. One end of the capacitor C5 is connected to the capacitor C4 and the VDD end of the digital Hall sensor U2.

5. The electronic accelerator pedal according to claim 1, characterized in that: The output modules of the analog signal circuit (1) and the PWM signal circuit (2) are respectively a first signal matching circuit and a second signal matching circuit; the first signal matching circuit is connected to the linear Hall sensor U1 and is used to filter and smooth the output signal of the linear Hall sensor U1 and to limit the current; The second signal matching circuit is connected to the digital Hall sensor U2 and is used to filter the output signal of the digital Hall sensor U2 and generate a PWM waveform that meets the requirements.

6. The electronic accelerator pedal according to claim 5, characterized in that: The first signal matching circuit includes a capacitor C3 and a resistor R1, one end of the capacitor C3 is connected to the OUT end of the linear Hall sensor U1 and the resistor R1, and the other end is grounded. The capacitor C3 and the OUT end of the linear Hall sensor U1 are connected in parallel. One end of the resistor R1 is connected to the OUT end of the linear Hall sensor U1 and the capacitor C3, and the other end is connected to the signal output end of the pedal and connected to the vehicle ECU.

7. The electronic accelerator pedal according to claim 5, characterized in that: The second signal matching circuit includes a capacitor C6, a resistor R2 and a pull-up resistor R4. One end of the capacitor C6 is connected to the OUT end of the digital Hall sensor U2 and the resistor R2, and the other end is grounded. The capacitor C6 and the OUT end of the digital Hall sensor U2 are connected in parallel. One end of the resistor R2 is connected to the OUT end of the digital Hall sensor U2 and the capacitor C6, and the other end is connected to the resistor R4. One end of the resistor R4 is connected to a power supply of 12V, and the other end is connected to the resistor R2 and the signal output end of the pedal to connect to the vehicle ECU.

8. The electronic accelerator pedal according to claim 1, characterized in that: The specific model of the linear Hall sensor U1 is HAL2420; the specific model of the digital Hall sensor U2 is HAL2850.

9. The electronic accelerator pedal according to claim 1, characterized in that: The linear Hall sensor U1 is powered by the ECU, and the digital Hall sensor U2 is powered by the battery.

Images