Accelerator violent stepping prevention device and vehicle

Abstract

The embodiment of the utility model provides a device for preventing sudden stepping on an accelerator and a vehicle. The device comprises an accelerator pedal and a damper, the damper is a mechanical device, the damper can be matched with the accelerator pedal, and the damper can provide resistance within a first set range for the accelerator pedal when the accelerator pedal is pressed down in a first speed interval so as to prevent the accelerator pedal from being continuously pressed down. The damper can also gradually reduce the provided resistance within a set time range; the damper can further provide resistance within a second set range for the accelerator pedal when the accelerator pedal is pressed down at a second speed interval, the second speed interval is smaller than the first speed interval, and the second set range is smaller than the first set range. The device for preventing the accelerator from being severely stepped has the functions of preventing the accelerator pedal from being severely stepped by mistake and facilitating the driver to severely step on the accelerator pedal on purpose to avoid danger, and is good in safety.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, in particular to a device for preventing sudden throttle operation and a vehicle. Background Art

[0002] When the driver is not familiar with the coordinated operation of the accelerator pedal and the brake pedal at the start of the vehicle, or when the driver is thinking about other things, tired or angry, it is easy to step on the accelerator suddenly, causing a safety accident. And often when encountering an accident or a critical situation, the stress reaction makes the driver instinctively step on the accelerator suddenly.

[0003] To this end, related technologies usually use non-Newtonian fluid devices or mechanical and electronic system combination devices to prevent the accelerator from being stepped on suddenly. By installing various sensors to identify the action characteristics of the accelerator, the accelerator is disconnected through algorithm intervention or the brake is activated while the accelerator is disconnected, so as to prevent traffic accidents.

[0004] However, the current anti-slam-on-accelerator device cannot accurately determine whether the driver has accidentally or intentionally slammed on the accelerator. For example, when a high-speed road requires rapid acceleration, the non-Newtonian fluid and electronic algorithm may intervene at a time that is inconsistent with the driver's wishes. Or when the green light turns on at an intersection with traffic lights, the vehicle may accelerate suddenly for a few meters and then brake suddenly, resulting in a rear-end collision, which poses a safety hazard. Utility Model Content

[0005] Therefore, an object of the present invention is to provide an anti-slamming accelerator device and a vehicle, so as to at least solve one of the problems existing in the above-mentioned prior art or related art.

[0006] The first aspect of the utility model provides an anti-slamming accelerator device, which includes an accelerator pedal and a damper. The damper is a mechanical device that can cooperate with the accelerator pedal, wherein the damper can provide resistance within a first set range to the accelerator pedal when the accelerator pedal is pressed down in a first speed range to prevent the accelerator pedal from continuing to be pressed down, and the damper can also gradually reduce the provided resistance within a set time range; the damper can also provide resistance within a second set range to the accelerator pedal when the accelerator pedal is pressed down in a second speed range, the second speed range is smaller than the first speed range, and the second set range is smaller than the first set range.

[0007] The anti-slamming accelerator device provided in the embodiment of this aspect utilizes a damper to cooperate with the accelerator pedal. When the accelerator pedal is slammed and pressed down in the first speed range, the damper is used to provide a large resistance within the first set range to the accelerator pressure plate, which can limit the accelerator pedal from being pressed down further and even cause the accelerator pedal to stagnate, thereby avoiding safety problems caused by the driver accidentally slamming the accelerator. Moreover, the damper can also gradually reduce the resistance provided within the set time range, and the damper can stop limiting the accelerator pedal within the set time range, so that the driver can fully react within the set time range whether the accelerator pedal is accidentally slammed or deliberately slammed. If the accelerator pedal is accidentally slammed, emergency braking can be performed. If it is deliberately slammed, the accelerator pedal can be continued to be stepped on after the set time range, so that the accelerator pedal can quickly enter the acceleration state to avoid safety risks and improve safety. The anti-slamming accelerator device of this embodiment has the functions of preventing the accelerator pedal from being accidentally slammed and facilitating the driver to deliberately slam it to avoid risks, and has good safety.

[0008] In addition, the damper can also provide resistance within a second set range to the accelerator pressure plate when the accelerator pedal is pressed at a normal speed and pressed down in a second speed range. This can be the force of normal mechanical transmission instead of providing additional resistance, or it can only provide a smaller resistance to facilitate smooth depression of the accelerator pedal.

[0009] In addition, the anti-slamming throttle device provided in the above embodiments of the present application may also have the following additional technical features:

[0010] In some embodiments, the accelerator pedal can move successively within a first travel range and a second travel range when being stepped on; the damper can cooperate with the accelerator pedal when the accelerator pedal is within the first travel range, and the damper can also release the cooperation relationship with the accelerator pedal when the accelerator pedal is within the second travel range.

[0011] In these embodiments, the accelerator pedal starts from the initial highest position to the lowest position, and successively passes through the first travel range and the second travel range. The first travel range may correspond to the starting and low-speed zone, and the second travel range may correspond to the high-speed zone. The damper is enabled to cooperate with the accelerator pedal when the accelerator pedal is within the first travel range. The damper can assist the driver in controlling the accelerator pedal at a low speed or starting stage, and prevent the accelerator pedal from being accidentally stepped on hard at a low speed or starting stage. In addition, the damper is enabled to release the cooperation relationship with the accelerator pedal when the accelerator pedal is within the second travel range. For example, when the accelerator pressure plate is pressed down at a large angle and the vehicle is in a medium-high speed or high speed range, the damper will no longer provide resistance to the accelerator pedal, which is convenient for the driver to freely and flexibly step on the accelerator pedal when driving at high speed, and convenient for the driver to accelerate and overtake at high speed, thereby improving safety. Moreover, when the vehicle is in a medium-high speed or high speed range, the driver is usually more focused and is not prone to accidentally stepping on the accelerator hard. Therefore, in this case, releasing the cooperation relationship between the damper and the accelerator pedal will help improve driving safety.

[0012] In some embodiments, during a depression stroke of the accelerator pedal, when the accelerator pedal is depressed for the first time at a first speed interval, the accelerator pedal is within a first travel range, and when the accelerator pedal is depressed for the second time at the first speed interval, the accelerator pedal moves to a second travel range.

[0013] In these embodiments, if the driver's first slam on the accelerator pedal is intentional, after a set time range, when the driver intentionally slams on the accelerator pedal a second time, the accelerator pedal moves down to a second travel range, so that the damper and the accelerator pedal are released from the mating relationship. This can prevent the damper from preventing the accelerator pedal from being slammed a second time, thereby facilitating the driver's high-speed overtaking or emergency avoidance operations, thereby improving driving safety.

[0014] In some embodiments, the damper is a cylinder damper, which includes a cylinder, a piston and a piston rod. The piston is arranged on the piston rod and is located inside the cylinder. One end of the piston rod extends out of the cylinder and is connected to the accelerator pedal. When the accelerator pedal is pressed, the piston can be driven to move through the piston rod, so that the gas in the cylinder is compressed, thereby providing resistance.

[0015] In these embodiments, the damper is a cylinder damper with a simple structure. When the accelerator pedal is stepped on suddenly, the piston rod can drive the piston to move quickly to squeeze the air, and the rapid compression of the air provides a large resistance to prevent the accelerator pedal from continuing to move down significantly. When the driver steps on the accelerator pedal slowly, the piston moves relatively slowly, and the gas pressure in the cylinder can reach a certain degree of dynamic balance. The air pressure will not be too high instantly to provide a large resistance, which facilitates the accelerator pedal to be slowly pressed down.

[0016] Here, a purely mechanical cylinder damper is used to cooperate with the accelerator pedal. Compared with the method of combining the mechanical and electronic control system in the related technology to prevent the accelerator pedal from being stepped on suddenly, it has fewer parts, saves costs, and has high reliability.

[0017] In some embodiments, a valve for connecting to the outside world is provided at the first end of the cylinder, and when the accelerator pedal is pressed, the piston moves toward the first end of the cylinder; wherein, when the piston moves toward the second end of the cylinder, the valve allows air to enter the cylinder, and when the piston moves toward the first end of the cylinder, the valve allows air to enter the cylinder.

[0018] In these embodiments, a valve for connecting to the outside world is provided at the first end of the cylinder. When the piston moves toward the first end of the cylinder, the valve allows the cylinder to exhaust gas, so that when the driver slowly steps on the accelerator pedal, the other gas in the cylinder reaches a certain degree of dynamic balance, thereby avoiding the cylinder damper from providing a large resistance to the accelerator pedal. When the driver steps on the accelerator pedal violently, the gas in the cylinder cannot be quickly discharged through the valve due to the rapid movement of the piston, and can still provide a large resistance to the accelerator pedal. In addition, after the accelerator pedal is stepped on violently, the gas in the cylinder can also be connected to the outside world through the valve, so that the cylinder can reach air pressure balance within a set time range, thereby gradually reducing the resistance provided, or even not providing resistance, so that the driver can react to whether the accelerator pedal is stepped on accidentally or deliberately during this period of time. If it is stepped on deliberately, the driver can continue to press the accelerator pedal.

[0019] In some embodiments, the valve includes an air inlet disposed at the first end of the cylinder and a diaphragm located inside the air inlet, the diaphragm can open or close the air inlet under the action of the air pressure in the cylinder, and an air outlet is disposed on the diaphragm, the air outlet is connected to the outside through the air inlet.

[0020] In these embodiments, during the process of pressing the accelerator pedal, the piston can move toward the first end of the cylinder. If the accelerator pedal is stepped on normally, the space in the cylinder is compressed, and the gas can be slowly discharged through the outlet. The air pressure in the cylinder and the external air pressure reach a certain degree of dynamic balance, and then the damper will not provide a large resistance, which facilitates the smooth pressing of the accelerator pedal. If the driver steps on the accelerator pedal hard, the space in the cylinder is compressed quickly. Even if the gas is discharged through the outlet, the discharge speed is slow, and the air pressure in the cylinder will still be greater than the external air pressure, thereby providing a large resistance to the accelerator pedal. In this process, the gas will squeeze the diaphragm, which can prevent the gas from being discharged through the air inlet, thereby ensuring that the damper can provide a large resistance to the accelerator pedal.

[0021] After the accelerator pedal is lifted and reset, the piston will move to the second end of the cylinder and even reset. During this process, the air pressure in the cylinder is lower than the external air pressure, and the diaphragm can be tilted up to open the air inlet, making it convenient for external gas to enter the cylinder through the air inlet, so that the gas in the cylinder can quickly reach balance, so that after the driver lifts the accelerator pedal, if he steps on the accelerator pedal again, the cylinder can still provide greater resistance again.

[0022] In some embodiments, the cylinder damper further comprises a return spring, which is disposed inside the cylinder and is used to apply a force to the piston to move toward the second end of the cylinder, so as to facilitate rapid return of the piston.

[0023] In some embodiments, the anti-slamming throttle device further includes: a first transmission member and a second transmission member, wherein the first transmission member is connected to the accelerator pedal, and the second transmission member is connected to the damper; wherein, when the accelerator pedal moves within a first travel range, the accelerator pedal can drive the first transmission member to be transmission-connected with the second transmission member, and when the accelerator pedal moves within a second travel range, the accelerator pedal can drive the first transmission member to release the transmission connection relationship with the second transmission member. Here, the accelerator pedal and the damper are connected by a transmission member, and the matching relationship between the accelerator pedal and the damper is released by releasing the transmission connection relationship between the two transmission members, thereby ensuring accurate release.

[0024] In some embodiments, the first transmission member is a transmission gear, which is sleeved on one end of the piston rod extending out of the cylinder, and the portion of the piston rod located in the cylinder is provided with an external thread, the piston cooperates with the external thread, and the piston can move in the cylinder during the rotation of the piston rod. The second transmission member is a transmission rod, one end of which is rotatably connected to the accelerator pedal, and the transmission rod includes a first section close to the accelerator pedal and a second section away from the accelerator pedal, and the second section is provided with worm gears that can mesh with the transmission gear.

[0025] In these embodiments, the accelerator pedal and the piston rod are meshed with each other through the worm gear and the transmission gear, and the transmission is reliable and stable. Even if the driver steps on the accelerator hard, the two will not be accidentally separated. In addition, the threaded fit between the piston rod and the piston facilitates the smooth movement of the piston.

[0026] In some embodiments, the set time range is between 1 second and 2 seconds. The normal human reaction time is 0.15 seconds to 0.4 seconds. When there is a 1-second stagnation or the accelerator needs to be stepped on repeatedly, the driver can consciously judge whether it is an accidental step or an intentional step, thereby facilitating the driver to make accurate operations later and improving driving safety.

[0027] A second aspect of the present invention provides a vehicle, comprising an anti-slam-on-accelerator device as described in any one of the above embodiments.

[0028] The vehicle provided in the embodiment of this aspect has the anti-slam-on-the-accelerator device of any of the above embodiments, and thus has the beneficial effects of any of the above embodiments, which will not be described in detail here.

[0029] Other aspects and / or advantages of the general inventive concept will be partially set forth in the following description, and some will be clear from the description or may be learned through implementation of the general inventive concept. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above and other objects and features of the present invention will become more apparent through the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0031] Figure 1 A schematic structural diagram of an anti-accelerator pedal slamming device according to an embodiment of the present application is shown;

[0032] Figure 2 A left schematic diagram of an anti-throttle pedal stepping device according to an embodiment of the present application is shown;

[0033] Figure 3 Shows Figure 2 Schematic cross-sectional view along the AA direction;

[0034] Figure 4 A right side schematic diagram of an anti-throttle pedal stepping device according to an embodiment of the present application is shown;

[0035] Figure 5 A schematic top view of an anti-throttle pedal stepping device according to an embodiment of the present application is shown;

[0036] Figure 6 Shows Figure 5 Schematic cross-sectional view in the middle BB direction;

[0037] Figure 7 A schematic diagram showing the structure of a diaphragm sheet according to an embodiment of the present application is shown;

[0038] Figure 8 A schematic structural diagram of an intake valve according to an embodiment of the present application is shown.

[0039] Figures 1 to 8 Description of Figure Numbers:

[0040] 10 Accelerator pedal,

[0041] 20 damper, 210 cylinder, 220 piston, 230 piston rod, 231 external thread, 240 valve, 241 air inlet, 242 diaphragm, 243 air outlet, 260 return spring, 270 damper upper housing, 280 damper lower housing,

[0042] 30 a first transmission member,

[0043] 40 second transmission member, 410 first section, 420 second section, 421 worm gear, 430 ball head seat,

[0044] 50 pedal base. DETAILED DESCRIPTION

[0045] The following specific embodiments are provided to help the reader obtain a comprehensive understanding of the methods, devices and / or systems described herein. However, after understanding the disclosure of the present application, various changes, modifications and equivalents of the methods, devices and / or systems described herein will be clear. For example, the order of operations described herein is only an example and is not limited to those orders set forth herein, but can be changed as will be clear after understanding the disclosure of the present application, except for operations that must occur in a specific order. In addition, for greater clarity and simplicity, the description of features known in the art may be omitted.

[0046] The features described herein can be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided to illustrate only some of the many possible ways to implement the methods, devices, and / or systems described herein, which will be clear after understanding the disclosure of the present application.

[0047] As used herein, the term "and / or" includes any one of the associated listed items and any combination of any two or more.

[0048] Although terms such as "first", "second", and "third" may be used herein to describe various members, components, regions, layers, or portions, these members, components, regions, layers, or portions should not be limited by these terms. Instead, these terms are only used to distinguish one member, component, region, layer, or portion from another member, component, region, layer, or portion. Therefore, without departing from the teachings of the examples described herein, the first member, first component, first region, first layer, or first portion referred to in the examples may also be referred to as the second member, second component, second region, second layer, or second portion.

[0049] In the specification, when an element such as a layer, a region or a substrate is described as being “on”, “connected to” or “coupled to” another element, the element may be directly “on”, “connected to” or “coupled to” another element, or one or more other elements may be present therebetween. Conversely, when an element is described as being “directly on”, “directly connected to” or “directly coupled to” another element, other elements may not be present therebetween.

[0050] The terms used herein are only used to describe various examples and are not intended to limit the disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms "comprise", "include" and "have" indicate the presence of the described features, quantities, operations, components, elements and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements and / or combinations thereof. The term "plurality" represents any number of two and more than two.

[0051] The definitions of directional terms such as "above", "below", "top" and "bottom" in this application are based on the orientation of the product in normal use, unless otherwise specified.

[0052] Unless otherwise defined, all terms used herein, including technical terms and scientific terms, have the same meanings as those generally understood by ordinary technicians in the field to which the present invention belongs after understanding the present invention. Unless explicitly defined as such herein, terms such as those defined in general dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant field and the present invention, and should not be interpreted in an idealized or overly formal way.

[0053] The vehicle accelerator pedal anti-misstepping system in the related technology is a combination of non-Newtonian fluid devices, mechanical and electronic systems. By installing various sensors to identify the violent and forceful characteristics of the accelerator pedal, the algorithm intervenes to disconnect the accelerator pedal or initiate braking while disconnecting the accelerator pedal to prevent traffic accidents. However, the above method is complicated to install and costly, and when it is detected that the accelerator pedal is stepped on at a high speed, it is impossible to accurately determine whether the driver has stepped on the accelerator by mistake or intentionally. Therefore, the reliability and accuracy of the current vehicle safety accelerator are relatively poor.

[0054] Non-Newtonian fluids will produce a delay effect when the accelerator is pressed hard for the first time, but after long-term use, the non-Newtonian fluid will become thin, causing resistance to decrease, slow return, and even failure.

[0055] The development cost of electronic algorithm control is high, and different models need to be matched, calibrated and tested separately. At the same time, when there is no road condition information or signal delay, there are risks such as misjudgment or excessive electronic control delay. There are risks to the driver's driving intention and road condition compliance during driving.

[0056] When a sudden acceleration is required at high speed, non-Newtonian fluids and electronic algorithms may intervene at a time that is inconsistent with the driver's wishes. In vehicles equipped with electronic throttle assist control systems, when passing through an intersection with a traffic light and the green light is on, the vehicle suddenly accelerates forward for a few meters and then suddenly brakes, resulting in a rear-end collision, which seriously affects the drivability of the entire vehicle.

[0057] Based on this, the embodiment of the present application provides an anti-slamming accelerator device, which can prevent the accelerator pedal 10 from being accidentally slammed, and facilitate the driver to accelerate to avoid danger after deliberately slamming the accelerator pedal, and has good safety. Figures 1 to 8 The present invention provides an anti-slam-on-accelerator device and a vehicle according to an embodiment of the present invention.

[0058] like Figure 1 and Figure 2 As shown, the first embodiment of the utility model provides an anti-slamming accelerator device, which includes an accelerator pedal 10 and a damper 20. The damper 20 is a mechanical device, which can cooperate with the accelerator pedal 10, wherein the damper 20 can provide a resistance within a first set range to the accelerator pedal 10 when the accelerator pedal 10 is pressed down in a first speed range to prevent the accelerator pedal 10 from continuing to be pressed down, and the damper 20 can also gradually reduce the provided resistance within a set time range; the damper 20 can also provide a resistance within a second set range to the accelerator pedal 10 when the accelerator pedal 10 is pressed down in a second speed range, the second speed range is smaller than the first speed range, and the second set range is smaller than the first set range.

[0059] The anti-slamming accelerator device provided in the embodiment of this aspect uses the damper 20 to cooperate with the accelerator pedal 10. When the accelerator pedal 10 is slammed and pressed down in the first speed range, the damper 20 is used to provide a large resistance within the first set range to the accelerator pressure plate, which can limit the accelerator pedal 10 from being further pressed down significantly, or even cause the accelerator pedal 10 to stagnate, thereby avoiding safety problems caused by the driver accidentally slamming the accelerator. Moreover, the damper 20 can also gradually reduce the resistance provided within the set time range, and the damper 20 can stop limiting the accelerator pedal 10 within the set time range, so that the driver can fully react within the set time range whether the accelerator pedal 10 is accidentally slammed or deliberately slammed. If the accelerator pedal 10 is accidentally slammed, emergency braking can be performed. If it is deliberately slammed, the accelerator pedal 10 can continue to be slammed after the set time range, so that the accelerator pedal 10 can quickly enter the acceleration state to avoid safety risks and improve safety. The anti-slam-on-accelerator device of this embodiment has the functions of preventing the accelerator pedal 10 from being accidentally slammed on, and facilitating the driver to deliberately slam on the accelerator pedal to avoid danger, and has good safety.

[0060] In addition, the damper 20 can also provide resistance within a second set range to the accelerator pressure plate when the accelerator pedal 10 is pressed down at a normal speed and in a second speed range. This can be the force of normal mechanical transmission instead of providing additional resistance, or it can only provide a smaller resistance to facilitate smooth depression of the accelerator pedal 10.

[0061] It should be noted that the accelerator pedal 10 here is pressed down in the first speed range or in the second speed range, and the damper 20 is not required to detect the pressing speed of the accelerator pedal 10. Here, the pressing speed is distinguished only for describing the situation where the accelerator pedal 10 is stepped on. For example, the first speed range is larger to represent that the accelerator pedal 10 is stepped on violently, and the second speed range is smaller to represent that the accelerator pedal 10 is stepped on slowly and normally. As for the specific size of the first speed range and the second speed range, it can be determined based on the speed of the accelerator pedal 10 when it is stepped on violently or stepped on normally obtained by experiments or experience. In addition, since the damper 20 is a mechanical device, when the accelerator pedal 10 is pressed down at different speeds, the damper 20 will automatically generate a corresponding reaction and provide a corresponding resistance. The structure and size of the damper 20 can be designed so that it can give a correct reaction when the accelerator pedal 10 is stepped on violently or stepped on normally. There is no need to install various sensors to identify the action characteristics of the accelerator pedal 10, nor is there any need to disconnect the accelerator through algorithm intervention or to start braking while disconnecting the accelerator, so the reliability is good.

[0062] Further, in some embodiments, the accelerator pedal 10 can move successively within a first travel range and a second travel range when being stepped on; the damper 20 can cooperate with the accelerator pedal 10 when the accelerator pedal 10 is within the first travel range, and the damper 20 can also release the cooperation relationship with the accelerator pedal 10 when the accelerator pedal 10 is within the second travel range.

[0063] In these embodiments, the accelerator pedal 10 starts from the initial highest position to the lowest position, and successively passes through the first travel range and the second travel range. The first travel range may correspond to the starting and low-speed zone, and the second travel range may correspond to the high-speed zone. The damper 20 is enabled to cooperate with the accelerator pedal 10 when the accelerator pedal 10 is within the first travel range. The damper 20 can assist the driver in controlling the accelerator pedal 10 at a low speed or in the starting stage, and prevent the accelerator pedal 10 from being accidentally stepped on at a low speed or in the starting stage. In addition, the damper 20 is enabled to release the cooperation relationship with the accelerator pedal 10 when the accelerator pedal 10 is within the second travel range. For example, when the accelerator pressure plate is pressed down at a large angle and the vehicle is in a medium-high speed or high-speed range, the damper 20 will no longer provide resistance for the accelerator pedal 10, which is convenient for the driver to freely and flexibly step on the accelerator pedal 10 when driving at high speed, and convenient for the driver to accelerate and overtake at high speed, thereby improving safety. Moreover, when the vehicle is in a medium-high speed or high-speed range, the driver is usually more focused and is less likely to accidentally step on the accelerator. Therefore, in this case, releasing the coordination between the damper 20 and the accelerator pedal 10 can actually help improve driving safety.

[0064] As an example, in a depression stroke of the accelerator pedal 10, when the accelerator pedal 10 is depressed for the first time at a first speed interval, the accelerator pedal 10 is within a first stroke range, and when the accelerator pedal 10 is depressed for the second time at the first speed interval, the accelerator pedal 10 moves to a second stroke range.

[0065] If the driver's first slam on the accelerator pedal 10 is intentional, after a set time range, when the driver intentionally slams on the accelerator pedal 10 for the second time, the accelerator pedal 10 moves down to a second travel range, so that the damper 20 and the accelerator pedal 10 are released from the mating relationship. This can prevent the damper 20 from preventing the accelerator pedal 10 from being slammed for the second time, thereby facilitating the driver to perform high-speed overtaking or emergency avoidance operations, thereby improving driving safety.

[0066] In addition, if the accelerator pedal 10 is pressed down for the first time in the first speed range and is stepped on hard, the driver subsequently presses down the accelerator pedal 10 normally, and the accelerator pedal 10 can also move to the second stroke range. At this time, the damper 20 will no longer provide resistance to the accelerator pedal 10, which is convenient for the driver to freely and flexibly step on the accelerator pedal 10 when driving at high speed, thereby improving safety.

[0067] Here, the pressing stroke of the accelerator pedal 10 is the continuous or intermittent pressing process of the accelerator pedal 10, during which the throttle pressing plate is not lifted. If the accelerator pedal 10 is lifted and reset and then pressed again, it is to start another pressing stroke.

[0068] Furthermore, in some embodiments, the time range is set between 1 second and 2 seconds. The reaction time of a normal person is 0.15 seconds to 0.4 seconds. When there is a stagnation of 1 second or the accelerator needs to be stepped on repeatedly, the driver can consciously judge whether the accelerator pedal 10 is stepped on by mistake or deliberately, so as to facilitate the driver to make accurate operations later and improve driving safety.

[0069] As an example, the setting time range is between 1.1 seconds and 1.5 seconds, and the setting time may be 1.2 seconds or 1.5 seconds.

[0070] Regarding the specific structure of the damper 20, further, in some embodiments, as Figures 3 to 5 As shown, the damper 20 is a cylinder damper, which includes a cylinder 210, a piston 220 and a piston rod 230. The piston 220 is arranged on the piston rod 230 and is located inside the cylinder 210. One end of the piston rod 230 extends out of the cylinder 210 and is connected to the accelerator pedal 10. When the accelerator pedal 10 is pressed down, the piston 220 can be driven to move through the piston rod 230, so that the gas in the cylinder 210 is compressed, thereby providing resistance.

[0071] In these embodiments, the damper 20 is a cylinder damper with a simple structure. When the accelerator pedal 10 is stepped on suddenly, the piston 220 can be driven by the piston rod 230 to move quickly to squeeze the air, and the rapid compression of the air provides a large resistance to prevent the accelerator pedal 10 from continuing to move down significantly. When the driver steps on the accelerator pedal 10 slowly, the piston 220 moves relatively slowly, and the gas pressure in the cylinder 210 can reach a certain degree of dynamic balance, and the air pressure will not be too high instantly to provide a large resistance, which facilitates the accelerator pedal 10 to be slowly pressed down.

[0072] Here, a purely mechanical cylinder damper is used to cooperate with the accelerator pedal 10. Compared with the method of combining a mechanical electronic control system in the related art to prevent the accelerator pedal 10 from being stepped on suddenly, it has fewer parts, saves costs, and has high reliability.

[0073] Furthermore, if Figure 3 and Figure 4 As shown, a valve 240 for connecting to the outside is provided at the first end of the cylinder 210. When the accelerator pedal 10 is pressed down, the piston 220 moves toward the first end of the cylinder 210. When the piston 220 moves toward the second end of the cylinder 210, the valve 240 allows air to enter the cylinder 210, and when the piston 220 moves toward the first end of the cylinder 210, the valve 240 allows air to be discharged from the cylinder 210.

[0074] Here, the first end of the cylinder 210 is provided with a valve 240 for communicating with the outside world. When the piston 220 moves toward the first end of the cylinder 210, the valve allows the cylinder 210 to exhaust air, so that when the driver slowly steps on the accelerator pedal 10, the other parts of the cylinder 210 can reach a certain degree of dynamic balance, thereby avoiding the cylinder damper from providing a large resistance to the accelerator pedal 10. When the driver steps on the accelerator pedal 10 violently, the gas in the cylinder 210 cannot be quickly discharged through the valve 240 due to the rapid movement of the piston 220, and can still provide a large resistance to the accelerator pedal 10. In addition, after the accelerator pedal 10 is stepped on violently, the gas in the cylinder 210 can also be connected to the outside world through the valve 240, so that the cylinder 210 can reach air pressure balance within a set time range, thereby gradually reducing the resistance provided, or even not providing resistance, so that the driver can react to whether the accelerator pedal 10 is stepped on accidentally or deliberately violently during this period of time. If it is stepped on deliberately, the driver can continue to press the accelerator pedal 10.

[0075] It should be noted that if the driver does not release the accelerator pedal 10 after the accelerator pedal 10 is stepped on hard, the accelerator pedal 10 is kept pressed down at a certain angle, and the piston 220 does not move, the gas in the cylinder 210 can also reach a dynamic balance and keep consistent with the external air pressure. At this time, the piston 220 is biased toward the first end of the cylinder 210. After the cylinder damper reduces the resistance provided to the accelerator pedal 10, the driver can continue to press the accelerator pedal 10. In this case, in order to prevent the cylinder damper from providing a large resistance again, the stroke of the piston 220 can be reduced so that a large air pressure cannot be generated inside it. Alternatively, after the driver steps on the accelerator pedal 10 hard for the first time, the coordination relationship between the damper 20 and the accelerator pedal 10 can be released, thereby ensuring that after the driver's first deliberate hard stepping on the accelerator pedal 10 is restrained for a set time range, the accelerator pedal 10 can be continued to be stepped on for emergency overtaking or emergency avoidance operations.

[0076] In a specific application, when the accelerator pedal 10 is stepped on hard for the first time and stops, the damper 20 provides resistance within the first setting range for the first time, and the accelerator pedal 10 is within the first travel range. If the accelerator pedal 10 is stepped on continuously, the accelerator pedal 10 will reach the second travel range before the damper 20 provides resistance within the first setting range for the second time, and the coordination relationship between the damper 20 and the accelerator pedal 10 is released, thereby preventing the damper 20 from preventing the accelerator pedal 10 from being stepped on hard for the second time.

[0077] Of course, the cylinder damper can also provide resistance within the first setting range for the second time after providing resistance within the first setting range once. This is because the vehicle speed increases relatively high after the driver steps on the accelerator pedal 10 for the first time. In this case, after the time range is set, the driver usually steps on the accelerator pedal 10 normally instead of continuing to step on it, thereby accelerating the vehicle. Of course, in this case, there is a certain risk of emergency braking and stopping suddenly after stepping on it hard.

[0078] Furthermore, if Figure 3 , Figure 4 , Figure 7 and Figure 8 As shown, the valve 240 includes an air inlet 241 disposed at the first end of the cylinder 210 and a diaphragm 242 located inside the air inlet 241, and the diaphragm 242 can open or close the air inlet 241 under the action of the air pressure in the cylinder 210. An air outlet 243 is disposed on the diaphragm 242, and the air outlet 243 is connected to the outside through the air inlet 241.

[0079] During the process of pressing the accelerator pedal 10, the piston 220 can move toward the first end of the cylinder 210. If the accelerator pedal 10 is stepped on normally, the space in the cylinder 210 is compressed, and the gas can be slowly discharged through the gas outlet 243. The air pressure in the cylinder 210 and the external air pressure reach a certain degree of dynamic balance, and then the damper 20 will not provide a large resistance, which facilitates the smooth pressing of the accelerator pedal 10. If the driver steps on the accelerator pedal 10 violently, such as Figure 3 As shown, the space in the cylinder 210 is compressed rapidly. Even though the gas is discharged through the outlet 243, the discharge speed is slow and the air pressure in the cylinder 210 is still greater than the external air pressure, thereby providing greater resistance to the accelerator pedal 10. During this process, the gas will squeeze the diaphragm 242, which can prevent the gas from being discharged through the air inlet 241, thereby ensuring that the damper 20 can provide greater resistance to the accelerator pedal 10.

[0080] After the accelerator pedal 10 is lifted up and reset, the piston 220 will move toward the second end of the cylinder 210 and even reset. During this process, the air pressure in the cylinder 210 is lower than the external air pressure, and the diaphragm 242 can be tilted up to open the air inlet 241, making it convenient for external air to enter the cylinder 210 through the air inlet 241, so that the gas in the cylinder 210 can quickly reach equilibrium, so that after the driver lifts up the accelerator pedal 10, if he steps on the accelerator pedal 10 again, the cylinder 210 can still provide greater resistance again.

[0081] Furthermore, if Figure 3As shown, the cylinder damper also includes a return spring 260, which is arranged inside the cylinder 210 and is used to apply a force to the piston 220 to move toward the second end of the cylinder 210, so as to facilitate the rapid return of the piston 220. It should be noted here that the accelerator pedal 10 has the function of self-lifting. During the process of lifting the accelerator pedal 10, the piston 220 will move toward the second end of the cylinder 210 driven by the piston rod 230, but this process may not be very fast, or it may not be able to accurately return to the initial position. The return spring 260 is arranged in the cylinder 210, so that the piston 220 can be quickly and accurately returned, so that the cylinder damper can quickly restore the anti-slam function.

[0082] Furthermore, if Figure 2 , Figure 3 and Figure 6 As shown, the anti-slamming throttle device further includes a first transmission member 30 and a second transmission member 40, wherein the first transmission member 30 is connected to the accelerator pedal 10, and the second transmission member 40 is connected to the damper 20; wherein, when the accelerator pedal 10 moves within a first travel range, the accelerator pedal 10 can drive the first transmission member 30 to be transmission-connected with the second transmission member 40, and when the accelerator pedal 10 moves within a second travel range, the accelerator pedal 10 can drive the first transmission member 30 to release the transmission connection relationship with the second transmission member 40. Here, the accelerator pedal 10 and the damper 20 are connected by a transmission member, and the matching relationship between the accelerator pedal 10 and the damper 20 is released by releasing the transmission connection relationship between the two transmission members, thereby ensuring accurate release.

[0083] As an example, Figure 3 and Figure 6 As shown, the first transmission member 30 is a transmission gear, which is sleeved on one end of the piston rod 230 extending out of the cylinder 210. The portion of the piston rod 230 located in the cylinder 210 is provided with an external thread 231, and the piston 220 cooperates with the external thread 231. The piston 220 can move in the cylinder 210 during the rotation of the piston rod 230. The second transmission member 40 is a transmission rod, one end of which is rotatably connected to the accelerator pedal 10. The transmission rod includes a first section 410 close to the accelerator pedal 10 and a second section 420 away from the accelerator pedal 10. The second section 420 is provided with worm gears 421 that can mesh with the transmission gear.

[0084] The accelerator pedal 10 and the piston rod 230 are meshed with each other through the worm gear 421 and the transmission gear, and the transmission is reliable and stable. Even if the driver steps on the accelerator hard, the two will not be accidentally separated. In addition, the threaded fit between the piston rod 230 and the piston 220 facilitates the smooth movement of the piston 220. Specifically, Figure 3As shown, when the accelerator pedal 10 is stepped on and pressed down, the transmission rod moves downward accordingly, and the transmission gear rotates under the drive of the worm gear 421 on the transmission rod, and the transmission gear drives the piston rod 230 to rotate, thereby driving the piston 220 to move along the piston rod 230 toward the first end of the cylinder 210. When the accelerator pedal 10 is lifted and reset, the transmission rod moves upward accordingly, and the transmission gear rotates in the opposite direction, driving the piston rod 230 to rotate in the opposite direction, thereby causing the piston 220 to reset.

[0085] Furthermore, if Figure 6 As shown, when the accelerator pedal 10 moves within the first travel range, the worm gear 421 meshes with the transmission gear, and when the accelerator pedal 10 moves within the second travel range, the worm gear 421 passes over the transmission gear to disengage the transmission rod from the transmission gear. Here, the length of the worm gear 421 can be designed to determine when the worm gear 421 is separated from the transmission gear, and the structure is simple and easy to process.

[0086] As an example, Figure 6 As shown, the transmission rod includes a first section 410 and a second section 420. The second section 420 is provided with a worm gear 421. When the accelerator pedal 10 moves within the first travel range, the worm gear 421 on the second section 420 meshes with the transmission gear. When the accelerator pedal 10 is further pressed down to reach the second travel range, the second section 420 will pass over the transmission gear, thereby releasing the meshing relationship between the worm gear 421 and the transmission gear.

[0087] Of course, in other embodiments, the first transmission member 30 and the second transmission member 40 of the damper 20 may not be transmission gears and transmission rods. For example, the first transmission member 30 is a transmission rod, and the second transmission member 40 is a rotatable push rod. When the accelerator pedal 10 is pressed down, the transmission rod pushes the first end of the push rod to move in the first direction, and the second end of the push rod moves in a direction away from the first direction, and directly pushes the piston rod 230 to move toward the first end of the cylinder 210, thereby driving the piston 220 to move toward the first end of the cylinder 210. At this time, the piston 220 can be fixed on the piston rod 230. For another example, the first transmission member 30 can be replaced with a roller to control the cylinder damper to affect the stroke of the accelerator pedal 10. There can be many structures of the first transmission member 30 and the second transmission member 40, as well as the connection methods of the piston 220 and the piston rod 230, which are not listed here.

[0088] In addition, regarding the specific structure of the damper 20, further, in other embodiments, the damper 20 is a hydraulic cylinder damper, the principle can be similar to that of the cylinder damper, and the hydraulic cylinder is equipped with a liquid outlet tank for timely discharge and replenishment of the liquid.

[0089] A second aspect of the present invention provides a vehicle, comprising an anti-slam-on-accelerator device as described in any one of the above embodiments.

[0090] The vehicle provided in the embodiment of this aspect has the anti-slam-on-the-accelerator device of any of the above embodiments, and thus has the beneficial effects of any of the above embodiments, which will not be described in detail here.

[0091] Furthermore, in some embodiments, the anti-slam-on-the-accelerator device is disposed on the back of the accelerator pedal 10 and is hidden, thereby providing a good visual effect.

[0092] The following reference Figures 1 to 8 A device for preventing throttle slamming according to an embodiment of the present application is described in detail.

[0093] The anti-slamming throttle device includes a push rod, a transmission gear, a piston rod 230, a cylinder 210, a piston 220, an air inlet 241, an air outlet 243, a cylinder body, a return spring 260, a damper upper shell 270, and a damper lower shell 280.

[0094] A pedal base 50 is provided at the bottom back of the accelerator pedal 10, a damper lower shell 280 is provided on the pedal base 50, a damper upper shell 270 covers the damper lower shell 280, and forms a receiving cavity with the damper lower shell 280, and the cylinder 210 is provided in the receiving cavity.

[0095] The back of the accelerator pedal 10 is connected to the push rod through the ball head seat 430. The push rod has a worm gear 421 that engages with the transmission gear part. The transmission gear is connected to the piston rod 230. The rotation of the transmission gear drives the piston 220 to move in the cylinder body of the cylinder 210.

[0096] The cylinder body is provided with an air inlet 241 and an air outlet 243. When the accelerator pedal 10 is stepped on, the air outlet 243 works to assist in controlling the accelerator pedal 10. When the accelerator pedal 10 is lifted, the air inlet 241 works to assist in quickly returning the accelerator pedal 10. When the accelerator pedal 10 works too fast and the compression ratio of the piston 220 is greater than the discharge volume of the air outlet 243, it will react on the accelerator pedal 10, providing greater resistance, causing it to slow down, jam or stagnate.

[0097] The engagement part of the push rod and the transmission gear has a stroke control. When the stroke is used up, the cylinder damper will no longer affect the accelerator pedal 10. If the control strength needs to be increased, the number of teeth for limiting the stroke can be adjusted.

[0098] The working principle is roughly as follows:

[0099] When the accelerator pedal 10 is stepped on slowly, the cylinder damper is driven to work, and the compression amount of the piston 220 is consistent with the discharge amount of the air outlet 243. The accelerator pedal 10 will not be affected by the reaction force and can be pressed down smoothly. When the engagement stroke of the push rod and the transmission gear ends, the accelerator pedal 10 returns to the free stroke state.

[0100] When the accelerator pedal 10 is stepped on quickly and violently, the cylinder 210 is driven to work as a damper. When the compression amount of the piston 220 is greater than the discharge amount of the air outlet 243, the accelerator pedal 10 will be affected by the reaction of the cylinder damper and cannot complete the forward travel, and the accelerator pedal 10 will stagnate. When the stagnation time is set, for example, 2 seconds, or the accelerator pedal 10 is stepped on repeatedly, the engagement stroke of the push rod and the transmission gear ends, and the accelerator pedal 10 is no longer restricted by the cylinder damper.

[0101] The cylinder damper is set to fail in order to allow the accelerator pedal 10 to quickly enter the acceleration state to avoid safety risks in the event of an emergency. At the same time, the normal person's reaction time is 0.15 seconds to 0.4 seconds. When the 2-second stagnation or the need to repeatedly step on the accelerator is present, the driver is fully aware of the fact that the accelerator is not stepped on by mistake or deliberately.

[0102] This embodiment uses a cylinder damper to control the exhaust volume by the speed at which the accelerator pedal 10 descends within the stroke. When the stroke of the accelerator pedal 10 and the vehicle speed reach a certain matching ratio, the accelerator pedal 10 will be unrestricted, solving the problem of accidentally stepping on or stepping on the accelerator at the start of the vehicle. This embodiment controls the problem of stepping on or stepping on the accelerator pedal 10 in the lowest cost and simplest way, has good reliability, can be used on the accelerator pedals of different vehicles, and can also be installed in the aftermarket, with good versatility.

[0103] In addition, this embodiment combines the driving experience of experienced drivers and retains the vehicle's drivability. It can prompt and assist in correcting bad driving habits, and in terms of energy saving, it can reduce vehicle energy consumption with a smooth driving method.

[0104] Although the embodiments of the present invention have been described in detail above, those skilled in the art may make various modifications and variations to the embodiments of the present invention without departing from the spirit and scope of the present invention. It should be understood that, in the opinion of those skilled in the art, these modifications and variations will still fall within the spirit and scope of the embodiments of the present invention as defined in the claims.

Claims

1. A device for preventing slamming the accelerator, characterized in that: The invention comprises an accelerator pedal (10) and a damper (20), wherein the damper (20) is a mechanical device and can cooperate with the accelerator pedal (10), wherein: The damper (20) is capable of providing a resistance within a first set range to the accelerator pedal (10) when the accelerator pedal (10) is pressed down at a first speed range, so as to prevent the accelerator pedal (10) from continuing to be pressed down, and the damper (20) is also capable of gradually reducing the resistance provided within a set time range; The damper (20) is also capable of providing resistance within a second set range to the accelerator pedal (10) when the accelerator pedal (10) is pressed down in a second speed range, the second speed range being smaller than the first speed range, and the second set range being smaller than the first set range.

2. The anti-slamming accelerator device according to claim 1, characterized in that: The accelerator pedal (10) can move successively within a first travel range and a second travel range when being stepped on; The damper (20) can cooperate with the accelerator pedal (10) when the accelerator pedal (10) is within the first travel range, and the damper (20) can also release the cooperation relationship with the accelerator pedal (10) when the accelerator pedal (10) is within the second travel range.

3. The anti-slamming accelerator device according to claim 2, characterized in that: In a depression stroke of the accelerator pedal (10), when the accelerator pedal (10) is depressed for the first time in the first speed range, the accelerator pedal (10) is within the first stroke range, and when the accelerator pedal (10) is depressed for the second time in the first speed range, the accelerator pedal (10) moves to within the second stroke range.

4. The anti-slam-on-accelerator device according to any one of claims 1 to 3, characterized in that: The damper (20) is a cylinder damper (20), comprising a cylinder (210), a piston (220) and a piston rod (230), wherein the piston (220) is arranged on the piston rod (230) and is located inside the cylinder (210), and one end of the piston rod (230) extends out of the cylinder (210) and is connected to the accelerator pedal (10), and when the accelerator pedal (10) is pressed down, the piston (220) can be driven to move via the piston rod (230), so that the gas in the cylinder (210) is compressed, thereby providing resistance.

5. The anti-slamming accelerator device according to claim 4, characterized in that: A valve (240) for communicating with the outside is disposed at the first end of the cylinder (210); when the accelerator pedal (10) is pressed down, the piston (220) moves toward the first end of the cylinder (210); When the piston (220) moves toward the second end of the cylinder (210), the valve (240) allows the cylinder (210) to take in air, and when the piston (220) moves toward the first end of the cylinder (210), the valve (240) allows the cylinder (210) to exhaust air.

6. The anti-slamming accelerator device according to claim 5, characterized in that: The valve (240) comprises an air inlet (241) arranged at the first end of the cylinder (210) and a diaphragm (242) located inside the air inlet (241); the diaphragm (242) can open or close the air inlet (241) under the action of the air pressure in the cylinder (210); an air outlet (243) is arranged on the diaphragm (242); the air outlet (243) is connected to the outside through the air inlet (241); The cylinder damper (20) further comprises a return spring (260), which is arranged inside the cylinder (210) and is used to apply a force to the piston (220) to move toward the second end of the cylinder (210).

7. The anti-slamming accelerator device according to claim 4, characterized in that: The anti-slamming throttle device also includes: A first transmission member (30) and a second transmission member (40), wherein the first transmission member (30) is connected to the accelerator pedal (10), and the second transmission member (40) is connected to the damper (20); When the accelerator pedal (10) moves within a first range of travel, the accelerator pedal (10) can drive the first transmission member (30) to be transmission-connected with the second transmission member (40); and when the accelerator pedal (10) moves within a second range of travel, the accelerator pedal (10) can drive the first transmission member (30) to release the transmission connection with the second transmission member (40).

8. The anti-slam-on-accelerator device according to claim 7, characterized in that: The first transmission member (30) is a transmission gear, which is sleeved on one end of the piston rod (230) extending out of the cylinder (210); an external thread (231) is provided on the portion of the piston rod (230) located inside the cylinder (210); the piston (220) cooperates with the external thread (231), and the piston (220) can move inside the cylinder (210) during the rotation of the piston rod (230); The second transmission member (40) is a transmission rod, one end of which is rotatably connected to the accelerator pedal (10), the transmission rod comprising a first section (410) close to the accelerator pedal (10) and a second section (420) away from the accelerator pedal (10), and the second section (420) is provided with worm teeth (421) capable of meshing with the transmission gear; When the accelerator pedal (10) moves within the first travel range, the worm gear (421) meshes with the transmission gear, and when the accelerator pedal (10) moves within the second travel range, the worm gear (421) passes over the transmission gear to disengage the transmission rod from the transmission gear.

9. The anti-slam-on-accelerator device according to claim 1, characterized in that: The set time range is between 1 second and 2 seconds.

10. A vehicle, characterized in that: The invention comprises the anti-slam-on-accelerator device as claimed in any one of claims 1 to 9.

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