Auxiliary braking system for driver fatigue test

Abstract

The utility model provides an auxiliary braking system for a driver fatigue test, and belongs to the technical field of automobile braking equipment. The problem that an automobile is not braked in time due to fatigue of a driver is solved. The utility model discloses an auxiliary braking system for driver fatigue test. The auxiliary braking system comprises a base, a driving assembly, a separating rod and a treading assembly. When a driver cannot brake the vehicle in time due to fatigue and a passenger of a co-driver finds the situation, the passenger of the co-driver can brake the vehicle through the auxiliary braking system, and therefore the probability of accidents of the vehicle is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of automotive braking equipment, and relates to an auxiliary braking system for driver fatigue testing. Background Art

[0002] When conducting driver fatigue tests, it is often necessary to configure a safety officer in the co-pilot seat. When the driver's fatigue level reaches the point where they can no longer step on the brakes normally or operate the vehicle, the safety officer needs to remind the driver to brake and stop the vehicle. However, when implementing the above solution, it often happens that the driver's reaction ability decreases due to excessive fatigue, resulting in the vehicle not being able to brake in time, thus triggering safety accidents. Summary of the Invention

[0003] The purpose of the utility model is to address the above problems in the existing technology and propose an auxiliary braking system in which the co-pilot safety officer can also control the vehicle's brake pedal.

[0004] The purpose of the utility model can be achieved by the following technical solutions: An auxiliary braking system for driver fatigue testing, comprising:

[0005] A base, on which a driving component is provided;

[0006] A separation rod, magnetically connected to the driving component, and one end of the separation rod is hinged with a brake pedal;

[0007] A stepping component, connected to the brake pedal through a wire.

[0008] In the above-mentioned auxiliary braking system for driver fatigue testing, the driving component includes a motor provided on the base and a button electrically connected to the motor, and a dial is movably provided on the motor.

[0009] In the above-mentioned auxiliary braking system for driver fatigue testing, one end of the dial is hinged with a connecting rod, and a connecting sleeve is provided at the end of the connecting rod away from the dial.

[0010] In the above-mentioned auxiliary braking system for driver fatigue testing, the end of the separation rod away from the brake pedal is inserted into the connecting sleeve, and the separation rod is magnetically connected to the connecting sleeve.

[0011] In the above-mentioned auxiliary braking system for driver fatigue testing, an extension plate is provided on the base, a guide wheel is movably installed at one end of the extension plate, a first clamping plate is provided on the extension plate, and the wire bypasses the guide wheel and passes through the first clamping plate.

[0012] In the above-mentioned auxiliary braking system for driver fatigue testing, the stepping component includes a plate base, a plate body is hinged on the plate base, and there is an elastic force between the plate base and the plate body.

[0013] In the above-mentioned auxiliary braking system for driver fatigue testing, a sliding seat is provided on the plate base, a support rod is hinged on one side surface of the plate body facing the plate base, the end of the support rod away from the plate body is slidably connected to the sliding seat, and one end of the pull wire is connected to the support rod.

[0014] In the above-mentioned auxiliary braking system for driver fatigue testing, a convex block connected to the pull wire is provided on one side surface of the support rod, a second clamping plate is provided on the plate base, and the pull wire passes through the second clamping plate.

[0015] In the above-mentioned auxiliary braking system for driver fatigue testing, a guide groove for the support rod to slide is formed on the sliding seat.

[0016] In the above-mentioned auxiliary braking system for driver fatigue testing, a sliding rod is connected to the support rod, and a sliding hole for the sliding rod to pass through is formed in the sliding seat.

[0017] Compared with the prior art, the present utility model has the following beneficial effects:

[0018] 1. When the driver fails to brake the vehicle in time due to fatigue and the safety officer in the co-pilot seat discovers this situation, the safety officer in the co-pilot seat can use the auxiliary braking system of the present utility model to achieve vehicle braking, thereby reducing the probability of vehicle accidents.

[0019] 2. The auxiliary braking system of the present utility model includes two braking methods: automatic braking and mechanical braking. When the driving component of the automatic braking fails, people can also brake the vehicle through the mechanical braking method. In this way, the braking of the vehicle can be effectively ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic structural diagram of a preferred embodiment of the present utility model.

[0021] Figure 2 is a schematic structural diagram of the stepping component. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] The following are specific embodiments of the present utility model and in conjunction with the accompanying drawings, the technical solutions of the present utility model are further described, but the present utility model is not limited to these embodiments.

[0023] Such as Figure 1 — Figure 2As shown in the figure, an auxiliary braking system for driver fatigue testing of the present utility model includes a base 100, a driving component 200, a separating rod 300, and a stepping component 400.

[0024] The driving component 200 is provided on the base 100; the separating rod 300 is magnetically connected to the driving component 200, and one end of the separating rod 300 is hinged with a brake pedal 500; the stepping component 400 is connected to the brake pedal 500 through a wire 410. When a driver is driving a vehicle normally, the driver can directly step on the brake pedal 500 to brake the vehicle. During the rotation of the pedal, the separating rod 300 will correspondingly separate from the driving component 200 to ensure that the brake pedal 500 can rotate normally when the driver steps on it. When the driver does not step on the brake pedal 500, the brake pedal 500 resets, and the separating rod 300 and the driving component 200 continue to maintain a magnetic connection; when the driver is fatigued or has other physical conditions, a safety officer sitting in the co-pilot seat can control the driving component 200, and the driving component 200 drives the separating rod 300 to move, so that the separating rod 300 drives the brake pedal 500 to move. In this way, the automatic braking of the auxiliary braking system can be achieved; in addition, when the driver is fatigued or has other physical conditions and the driving component 200 is damaged, the safety officer sitting in the co-pilot seat can directly step on the stepping component 400 to make the stepping component 400 control the rotation of the brake pedal 500. At this time, the separating rod 300 is separated from the driving component 200. In this way, the mechanical braking of the auxiliary braking system can be achieved, thus ensuring that the vehicle can stop smoothly.

[0025] The driving component 200 includes a motor 210 provided on the base 100 and a button 220 electrically connected to the motor 210. A dial 230 is movably provided on the motor 210. One end of the dial 230 is hinged with a connecting rod 240. A connecting sleeve 250 is provided at the end of the connecting rod 240 away from the dial 230. The end of the separating rod 300 away from the brake pedal 500 is inserted into the connecting sleeve 250, and the separating rod 300 is magnetically connected to the connecting sleeve 250. When the automatic braking of the auxiliary braking system needs to be achieved, people need to press the button 220, and the motor 210 will drive the dial 230 to rotate. The dial 230 will drive the connecting rod 240 to move. Since the separating rod 300 is magnetically connected to the connecting sleeve 250 at this time, in this way, the connecting rod 240 will synchronously drive the separating rod 300 to move through the connecting sleeve 250. In this way, the separating rod 300 can drive the brake pedal 500 to move to achieve the braking of the vehicle. When the motor 210 drives the dial 230 to rotate in the reverse direction, the connecting rod 240 will drive the separating rod 300 to move in the reverse direction, so that the brake pedal 500 can be reset smoothly, thus canceling the braking of the vehicle.

[0026] In the present utility model, the cable 410 is equivalent to the brake cable on a bicycle. When the stepping component 400 drives the cable 410, the cable 410 will drive the brake pedal 500 to rotate.

[0027] An extension plate 110 is provided on the base 100. A guide wheel 112 is movably installed at one end of the extension plate 110. A first clamping plate 111 is provided on the extension plate 110. The cable 410 bypasses the guide wheel 112 and passes through the first clamping plate 111. The stepping component 400 includes a plate base 420. A plate body 430 is hinged on the plate base 420. There is an elastic force between the plate base 420 and the plate body 430. Specifically, a torsion spring (not marked in the figure) is provided at the connection between the plate base 420 and the plate body 430. A second clamping plate 421 is provided on the plate base 420. The cable 410 passes through the second clamping plate 421. A sliding seat 440 is provided on the plate base 420. A support rod 450 is hinged on the side of the plate body 430 facing the plate base 420. The end of the support rod 450 away from the plate body 430 is slidably connected to the sliding seat 440. One end of the cable 410 is connected to the support rod 450. A convex block 451 connected to the cable 410 is provided on one side of the support rod 450. When people step on the plate body 430, the plate body 430 rotates towards the plate base 420, so that the support rod 450 rotates relative to the plate body 430, and the end of the support rod 450 away from the plate body 430 moves away from the second clamping plate 421, thereby causing the support rod 450 to pull the cable 410 to move, and further realizing the cable 410 driving the brake pedal 500 to rotate. At the same time, the torsion spring will generate a corresponding elastic force, and the separation rod 300 will separate from the connecting sleeve 250, thus avoiding the driving component 200 affecting the mechanical brake; when people release the plate body 430, the plate body 430 is affected by the elastic force and will automatically reset to the initial state. Since the brake pedal 500 itself has the ability to reset to the initial state, in this way, the brake pedal 500 will push the separation rod 300 to reset until the separation rod 300 is magnetically connected to the inside of the connecting sleeve 250 again.

[0028] A guide groove 441 for the support rod 450 to slide is formed on the sliding seat 440. Through the setting of this guide groove 441, it is possible to prevent the support rod 450 from swaying left and right relative to the sliding seat 440 during the movement process, so as to ensure that the support rod 450 can stably pull the cable 410.

[0029] A sliding rod 452 is connected to the support rod 450. A sliding hole 442 for the sliding rod 452 to pass through is formed in the sliding seat 440. The sliding hole 442 is an elongated hole, and the length of the elongated hole is greater than the diameter of the sliding rod 452. When the support rod 450 moves, the sliding rod 452 will also move along the track of the sliding hole 442. In this way, it can be ensured that the end of the support rod 450 close to the sliding seat 440 can move in a fixed direction.

[0030] In the present utility model, a magnetic block (not labeled in the figure) is provided inside the connecting sleeve. When the vehicle is not braking, the magnetic block is magnetically connected to the separating rod, which is referred to as the magnetic connection between the connecting sleeve and the separating rod at this time. When the vehicle brakes, the magnetic block separates from the separating rod, which is referred to as the separation between the connecting sleeve and the separating rod at this time. Specifically, when the vehicle is in the process of braking or not braking, the end of the separating rod is always located inside the connecting sleeve, so that the separating rod can still be connected to the magnetic block when it is reset.

[0031] It should be noted that all directional indications (such as up, down, left, right, front, back...) in the embodiments of the present utility model are only used to explain the relative positional relationship and movement conditions between components in a specific posture (as shown in the drawings). If this specific posture changes, the directional indications will also change accordingly.

[0032] In addition, in the present utility model, descriptions such as "first", "second", and "one" are only for descriptive purposes and should not be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present utility model, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0033] In the present utility model, unless otherwise clearly specified and limited, terms such as "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0034] In addition, the technical solutions between various embodiments of the present utility model can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present utility model.

Claims

1. An auxiliary braking system for driver fatigue testing, characterized in that: include: A base, wherein a driving assembly is provided on the base; A release rod is magnetically connected to the drive assembly, and one end of the release rod is hinged to a brake pedal; The pedal assembly is connected to the brake pedal via a cable.

2. The auxiliary braking system for driver fatigue testing according to claim 1, characterized in that: The driving assembly comprises a motor arranged on a base and a button electrically connected to the motor, and a dial plate is movably arranged on the motor.

3. The auxiliary braking system for driver fatigue testing according to claim 2, characterized in that: A connecting rod is hinged on one end of the shifting plate, and a connecting sleeve is arranged on the end of the connecting rod away from the shifting plate.

4. The auxiliary braking system for driver fatigue testing according to claim 3, characterized in that: One end of the release rod away from the brake pedal is inserted into the connecting sleeve, and the release rod is magnetically connected to the connecting sleeve.

5. The auxiliary braking system for driver fatigue testing according to claim 1, characterized in that: An extension plate is provided on the base, a guide wheel is movably installed at one end of the extension plate, a first clamping plate is provided on the extension plate, and the pull wire passes around the guide wheel and through the first clamping plate.

6. The auxiliary braking system for driver fatigue testing according to claim 1, characterized in that: The pedal assembly comprises a plate seat, a plate body is hinged on the plate seat, and elastic force exists between the plate seat and the plate body.

7. The auxiliary braking system for driver fatigue testing according to claim 6, characterized in that: A slide seat is arranged on the plate seat, a support rod is hinged on one side surface of the plate body facing the plate seat, one end of the support rod away from the plate body is slidably connected to the slide seat, and one end of the pull wire is connected to the support rod.

8. The auxiliary braking system for driver fatigue testing according to claim 7, characterized in that: A convex block connected with the pull wire is arranged on one side surface of the support rod, and a second clamping plate is arranged on the plate seat, and the pull wire passes through the second clamping plate.

9. The auxiliary braking system for driver fatigue testing according to claim 7, characterized in that: The slide seat is provided with a guide groove for the support rod to slide.

10. The auxiliary braking system for driver fatigue testing according to claim 9, characterized in that: The support rod is connected with a slide rod, and the slide seat is provided with a slide hole for the slide rod to pass through.

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