Pedal position sensor

Abstract

The embodiment of the utility model discloses a pedal position sensor. The pedal position sensor comprises a linear sliding assembly and a sensor circuit assembly, the linear sliding assembly is in transmission connection with a linear moving part of a vehicle pedal; a magnetic part is arranged in the linear sliding assembly, and the magnetic part is driven by the linear sliding assembly to move; the sensor circuit assembly detects the displacement of the magnetic component and obtains the position information of the vehicle pedal. The pedal position sensor realizes direct detection of linear displacement of the brake pedal, effectively improves the detection efficiency of pedal position detection, improves the accuracy, reliability and stability of pedal position detection, simplifies the detection steps of pedal position detection, shortens the detection time of pedal position detection, and improves the detection efficiency of pedal position detection. The device has the characteristics of high integration, large measuring range, high precision, small size, low cost, simple structure, high reliability, high functional safety level, energy conservation, environmental protection and the like.

Description

TECHNICAL FIELD

[0001] The embodiment of the utility model relates to sensor technical field, especially a kind of pedal position sensor. BACKGROUND

[0002] Brake pedal position sensor can accurately monitor the position of brake pedal, ensure to provide sensitive and safe braking by detecting the braking intention of driver.Brake pedal position sensor is a kind of linear displacement sensor.Current brake pedal position sensor on market, according to working principle classification, mainly have capacitive, inductive, rotation angle type three.

[0003] Among them, capacitive brake pedal position sensor detects the position of brake pedal by changing the way of flat plate capacitor facing area, but it is susceptible to environmental temperature change, dielectric constant change between flat plate, and cause unstable detection data, and obvious aging rate.Inductive brake pedal position sensor detects the position of brake pedal by inductive coil mutual inductance, but its structure design is more complex, cost is higher, metal around coil can affect detection accuracy, design limitation is larger, not conducive to large-scale promotion.Rotation angle type brake pedal position sensor detects the position of brake pedal by measuring rotation angle, but it needs to convert linear motion into rotation angle to measure, and structure is complex, software operation is complex, and accuracy is not high. UTILITY MODEL CONTENT

[0004] The embodiment of the utility model provides a kind of pedal position sensor, to realize the direct detection of linear displacement of brake pedal, with range, high precision, small volume, low cost, simple structure, high reliability, high functional safety level, energy saving and environmental protection and other characteristics.

[0005] The embodiment of the utility model provides a kind of pedal position sensor, including linear sliding assembly and sensor circuit component;

[0006] The linear sliding assembly is drivingly connected with the linear moving part of vehicle pedal;

[0007] The linear sliding assembly is internally provided with magnetic component, and the magnetic component is displaced under the driving of the linear sliding assembly;

[0008] The sensor circuit component is used to detect the displacement of the magnetic component, and obtain the position information of the vehicle pedal.

[0009] Optionally, the 3D hall element includes double-core hall chip;

[0010] The double-core hall chip includes first hall sub-chip and second hall sub-chip;

[0011] The first Hall sub-chip is used for outputting a first PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet is displaced; the second Hall sub-chip is used for outputting a second PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet is displaced; and the duty cycle of the first PWM signal and the duty cycle of the second PWM signal are 1.

[0012] Optionally, the 3D Hall element comprises a first single-core Hall chip and a second single-core Hall chip.

[0013] The first single-core Hall chip is used for outputting a third PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet is displaced; the second single-core Hall chip is used for outputting a fourth PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet is displaced; and the duty cycle of the third PWM signal and the duty cycle of the fourth PWM signal are 1.

[0014] Optionally, the pedal position sensor further comprises a first shell.

[0015] The sensor circuit assembly and the linear sliding assembly are sequentially installed in the first shell, and together with the first shell form a sealed structure.

[0016] The first shell is embedded with a detachable pressure relief safety device, which is used to maintain the air pressure balance inside and outside the sealed structure.

[0017] Optionally, the linear sliding assembly comprises a second shell, a displacement element and a spring element.

[0018] The second shell is provided with a limiting track structure, the displacement element is slidably arranged in the limiting track structure, and the displacement element is drivingly connected with a linear moving part of the vehicle pedal.

[0019] The magnetic part is arranged inside the displacement element.

[0020] The spring element extends or contracts along the limiting track structure, and one end of the spring element is fixedly connected with the displacement element.

[0021] Optionally, the pedal position sensor further comprises a mechanical wake-up switch; the displacement element comprises a mechanical trigger part.

[0022] The mechanical wake-up switch is electrically connected with the sensor circuit assembly, and at least part of the structure of the mechanical wake-up switch is located on the moving path of the mechanical trigger part.

[0023] Optionally, the mechanical wake-up switch comprises a micro-switch.

[0024] Optionally, the mechanical wake-up switch comprises a microswitch.

[0025] Optionally, further comprising a magnetic wake-up switch;

[0026] The magnetic wake-up switch is electrically connected with the sensor circuit assembly, and the magnetic wake-up switch is arranged on the side of the sensor circuit assembly close to the magnetic component.

[0027] The utility model embodiment provides a kind of pedal position sensor, which comprises linear sliding assembly and sensor circuit assembly;Linear sliding assembly is drivingly connected with the linear moving component of vehicle pedal;Linear sliding assembly is equipped with magnetic component inside, and magnetic component is displaced under the driving of linear sliding assembly;Sensor circuit assembly detects the displacement of magnetic component, obtains the position information of vehicle pedal.The pedal position sensor adopts magnetic component to be arranged in the inside of linear sliding assembly, and the linear sliding assembly can be linearly displaced with the linear moving component of vehicle pedal synchronously, and magnetic component cooperates with sensor circuit assembly to detect the position of pedal, which can directly detect the linear displacement of brake pedal, effectively improve the detection efficiency of pedal position detection, improve the accuracy, reliability and stability of pedal position detection, simplify the detection steps of pedal position detection, shorten the detection time of pedal position detection, with the characteristics of high integration, large range, high precision, small volume, low cost, simple structure, high reliability, high functional safety level, energy saving and environmental protection. BRIEF DESCRIPTION OF DRAWINGS

[0028] In order to more clearly illustrate the technical scheme in the embodiments of the utility model, the drawings needed to be used in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the utility model, and other drawings can be obtained by those skilled in the art without creative labor.

[0029] Figure 1 It is the whole structure schematic diagram of the pedal position sensor provided by the utility model embodiment;

[0030] Figure 2 It is the explosion structure schematic diagram of the pedal position sensor provided by the utility model embodiment;

[0031] Figure 3 It is the position schematic diagram of 3D hall element and bar magnet provided by the utility model embodiment;

[0032] Figure 4 It is another position schematic diagram of 3D hall element and bar magnet provided by the utility model embodiment;

[0033] Figure 5 is a structure schematic diagram of a mechanical awakening of a pedal position sensor provided by the embodiment of the utility model;

[0034] Figure 6 is another structure schematic diagram of a mechanical awakening of a pedal position sensor provided by the embodiment of the utility model.

[0035] Mark explanation:

[0036] 10-linear sliding assembly;11-magnetic component;111-bar magnet;12-displacement piece;13-spring piece;14-limit rail structure;

[0037] 20-sensor circuit assembly;21-3D hall element;211-double-core hall chip;212-first single-core hall chip;213-second single-core hall chip;

[0038] 30-first shell;

[0039] 40-pressure relief safety piece;

[0040] 50-second shell;

[0041] 60-mechanical trigger;

[0042] 70-mechanical awakening switch;71-micro switch;72-pressing switch;

[0043] 81-O ring;82-screw;83-PIN needle. Specific embodiments

[0044] The utility model will be further explained in detail below in combination with the drawings and embodiments.It can be understood that the specific embodiments described here are only used to explain the utility model and not limit the utility model.In addition, it needs to be explained that in order to facilitate the description, only the part related to the utility model is shown in the drawings and not all structures.

[0045] The terminology used in the embodiments of this utility model is for the purpose of describing specific embodiments only and is not intended to limit the utility model. It should be noted that directional terms such as "upper," "lower," "left," and "right" described in the embodiments of this utility model are used to describe the angles shown in the accompanying drawings and should not be construed as limiting the embodiments of this utility model. Furthermore, in the context, it should be understood that when referring to an element being formed "upper" or "lower" of another element, it can be formed not only directly "upper" or "lower" of the other element, but also indirectly "upper" or "lower" of the other element through an intermediate element. The terms "first," "second," etc., are used for descriptive purposes only and do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0046] The term "comprising" and its variations as used in this utility model are open-ended, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment".

[0047] It should be noted that the concepts of "first" and "second" mentioned in this utility model are only used to distinguish the corresponding contents and are not used to limit the order or interdependence.

[0048] It should be noted that the terms "a" and "a plurality of" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0049] Figure 1 This is a schematic diagram of the overall structure of a pedal position sensor provided in an embodiment of the present invention. Figure 2 This is an exploded structural diagram of a pedal position sensor provided in an embodiment of this utility model, as shown below. Figure 1 and Figure 2 As shown, the pedal position sensor includes a linear sliding assembly 10 and a sensor circuit assembly 20; the linear sliding assembly 10 is connected to the linear movement component of the vehicle pedal ( Figure 1 (Not shown in the image) Transmission connection; The linear sliding assembly 10 has a magnetic component 11 inside, which is displaced under the drive of the linear sliding assembly 10; The sensor circuit assembly 20 is used to detect the displacement of the magnetic component 11 and obtain the position information of the vehicle pedal.

[0050] Specifically, the pedal position sensor includes a linear sliding assembly 10 and a sensor circuit assembly 20. The linear sliding assembly 10 is connected to the linear movement component of the vehicle pedal. Figure 1The linearly moving part of the brake pedal is connected with the linearly sliding assembly 10 through a transmission connection (not shown in the figure), so that when the driver performs a braking action on the brake pedal, the linearly moving part of the brake pedal is linearly displaced, and the linearly sliding assembly 10 is also linearly displaced synchronously. The linearly sliding assembly 10 is internally provided with a magnetic part 11, which is displaced under the driving of the linearly sliding assembly 10, that is, in the process of linear displacement of the linearly moving part of the brake pedal, the linearly sliding assembly 10 is linearly displaced synchronously, and the magnetic part 11 in the linearly sliding assembly 10 is also linearly displaced synchronously, so that the change of the magnetic force or the change of the direction of the magnetic field line caused by the linear displacement of the magnetic part 11 can be monitored to indirectly determine the linear displacement of the brake pedal. In addition, the linear displacement of the linearly moving part of the brake pedal is converted into the linear displacement of the magnetic part 11 in the embodiment, without the need to convert the linear displacement of the linearly moving part of the brake pedal into a rotation angle, etc., so that the linear displacement of the brake pedal is directly detected.

[0051] The sensor circuit assembly 20 can detect the displacement of the magnetic part 11 in real time during the linear displacement of the magnetic part 11, and then obtain the position information of the vehicle pedal. For example, the linearly sliding assembly 10 is arranged at a distance from the sensor circuit assembly 20, and can move in a direction facing the sensor circuit assembly 20, so that the sensor circuit assembly 20 can sense the change of the magnetic induction caused by the change of the position of the magnetic part 11. For example, when the driver steps on the brake pedal, the corresponding magnetic part 11 can be linearly displaced towards the direction close to the sensor circuit assembly 20, so that the sensor circuit assembly 20 can judge the strength of the magnetic field, the direction of the magnetic field line, etc. according to the approach of the magnetic part 11, and output the corresponding voltage signal, etc., and then convert the position information of the vehicle pedal.

[0052] The technical scheme in the embodiment of the utility model discloses linear sliding assembly and sensor circuit assembly, linear sliding assembly is driven with the linear moving part of vehicle pedal, the inside of linear sliding assembly is equipped with magnetic component, and the displacement of magnetic component is detected, and the position information of vehicle pedal is obtained.The magnetic component of the pedal position sensor is arranged in the inside of the linear sliding assembly, and the linear displacement movement of the linear sliding assembly can be synchronized with the linear moving part of the vehicle pedal, the position of the pedal is detected by the cooperation of the magnetic component and the sensor circuit assembly, the direct detection of the linear displacement of the brake pedal can be realized, the detection efficiency of the pedal position detection is effectively improved, the accuracy, reliability and stability of the pedal position detection are improved, the detection steps of the pedal position detection are simplified, the detection time of the pedal position detection is shortened, and the pedal position detection has the characteristics of high integration, large range, high precision, small volume, low cost, simple structure, high reliability, high functional safety level, energy saving and environmental protection.

[0053] Optionally, with reference to Figure 1 and Figure 2 , the sensor circuit assembly 20 is provided with a 3D Hall element 21; and the magnetic component 11 is a bar-shaped magnet 111 with two ends magnetized.

[0054] Specifically, the pedal position sensor adopts the 3D Hall element 21 and the bar-shaped magnet 111 to detect the position / linear displacement of the brake pedal. Exemplarily, the bar-shaped magnet 111 can change linearly on the surface parallel to the 3D Hall element 21. When the bar-shaped magnet 111 changes linearly relative to the 3D Hall element 21, the direction of the magnetic force line at the 3D Hall element 21 changes accordingly. That is, the 3D Hall element 21 detects the position of the bar-shaped magnet 111 by detecting the change of the direction of the magnetic force line, and further detects the position of the brake pedal.

[0055] In a specific embodiment, optionally, Figure 3 is a position diagram of a 3D Hall element and a bar-shaped magnet provided by the embodiment of the utility model, as Figure 3 shown, the 3D Hall element 21 includes a double-core Hall chip 211; the double-core Hall chip 211 includes a first Hall sub-chip and a second Hall sub-chip; the first Hall sub-chip is used for detecting the change of the direction of the magnetic force line when the bar-shaped magnet 111 changes position, and correspondingly outputs a first PWM signal; the second Hall sub-chip is used for detecting the change of the direction of the magnetic force line when the bar-shaped magnet 111 changes position, and correspondingly outputs a second PWM signal; wherein the duty ratio of the first PWM signal and the duty ratio of the second PWM signal are 1.

[0056] Specifically, the 3D Hall element 21 adopts a highly integrated single-package independent dual-core redundancy design, and includes a dual-core Hall chip 211, which includes a first Hall sub-chip and a second Hall sub-chip. The first Hall sub-chip and the second Hall sub-chip are independent of each other, and the independent first Hall sub-chip and the second Hall sub-chip are packaged in the same component. The first Hall sub-chip and the second Hall sub-chip have completely independent power lines, ground lines, output signal lines, etc., and can correspondingly output two independent signals. In addition, the first Hall sub-chip and the second Hall sub-chip each have a comprehensive fault detection mechanism (exemplarily, memory detection, FLASH detection, power supply detection, output detection, etc.), which can detect the running state of itself in real time and timely report the running state, so that the functional safety level of the overall product reaches the ASIL-D level, so that the driver and the maintenance personnel can timely find the fault and avoid the danger. Even if one of the first Hall sub-chip and the second Hall sub-chip fails, the other one can work independently, greatly improving the reliability of the 3D Hall element 21. It should be noted that in order to ensure functional safety, multiple safety measures can be used through design, so that the functional safety level of the overall product reaches the ASIL-D level. The functional safety ASIL-D level is the highest level of functional safety, and it is difficult to achieve the functional safety ASIL-D level by a single component. According to the functional safety ASIL-D level in the relevant standard, the functional safety ASIL-D level can be conditionally decomposed into two sub-chips of ASIL-B level + ASIL-B level, that is, two components of ASIL-B level without common cause failure are decomposed to achieve, which can be understood as the first Hall sub-chip and the second Hall sub-chip in the embodiment. In this way, the difficulty of single-component design is effectively reduced, and the cost is also controlled within an acceptable range.

[0057] The first Hall sub-chip and the second Hall sub-chip can detect the position of the bar-shaped magnet 111 by detecting the change of the magnetic field line direction, and further detect the position of the brake pedal. The first Hall sub-chip and the second Hall sub-chip have the same function and are independent of each other. In other words, the first Hall sub-chip outputs a first PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet 111 moves, and the first PWM signal is related to the position of the brake pedal. The second Hall sub-chip outputs a second PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet 111 moves, and the second PWM signal is related to the position of the brake pedal. The detection of the position of the brake pedal can be completed by any one of the first Hall sub-chip and the second Hall sub-chip. In the embodiment, the first Hall sub-chip and the second Hall sub-chip are provided at the same time, and the two can be configured to calibrate each other. For example, the first Hall sub-chip is configured to correspond to the first PWM signal whose duty cycle becomes larger as the bar-shaped magnet 111 moves closer, the second Hall sub-chip is configured to correspond to the second PWM signal whose duty cycle becomes smaller as the bar-shaped magnet 111 moves closer, and the sum of the duty cycles of the first PWM signal and the second PWM signal is 1. In this way, the first PWM signal corresponding to the first Hall sub-chip and the second PWM signal corresponding to the second Hall sub-chip are complementary, and can calibrate each other, check the correctness of the output signal, and enhance the safety performance and reliability. In addition, in another specific embodiment, the first Hall sub-chip is configured to output the corresponding first PWM signal, and the second Hall sub-chip is configured to output the corresponding digital signal such as SENT. Different types of signals can also be used to calibrate each other, check the correctness of the output signal, and enhance the safety performance and reliability.

[0058] In another specific embodiment, optionally, Figure 4 is another position diagram of a 3D Hall element and a bar-shaped magnet provided by the embodiment of the utility model, as Figure 4 shown, the 3D Hall element 21 includes a first single-core Hall chip 212 and a second single-core Hall chip 213; the first single-core Hall chip 212 is used for outputting a third PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet 111 moves; the second single-core Hall chip 213 is used for outputting a fourth PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet 111 moves; and the sum of the duty cycles of the third PWM signal and the fourth PWM signal is 1.

[0059] Specifically, the 3D Hall element 21 adopts a redundant design of two independently packaged components, and includes a first single-core Hall chip 212 and a second single-core Hall chip 213. The first single-core Hall chip 212 and the second single-core Hall chip 213 are independent of each other, and are packaged in different components, respectively. The first single-core Hall chip 212 and the second single-core Hall chip 213 have completely independent power lines, ground lines, output signal lines, etc., and can correspondingly output two independent signals. In addition, the first single-core Hall chip 212 and the second single-core Hall chip 213 both have comprehensive fault detection mechanisms (for example, memory detection, FLASH detection, power supply detection, output detection, etc.), which can detect the running state of the chip in real time and timely report the running state, so that the overall product functional safety level reaches ASIL-D level, so that the driver and maintenance personnel can timely find faults and avoid dangers. Even if one of the first single-core Hall chip 212 and the second single-core Hall chip 213 fails, the other one can still work independently, greatly improving the reliability of the 3D Hall element 21. It should be noted that in order to ensure functional safety, multiple safety measures can be used to design the overall product functional safety level to reach ASIL-D level. The functional safety ASIL-D level is the highest level of functional safety, and it is difficult to achieve functional safety ASIL-D level with a single component. According to the functional safety ASIL-D level in the relevant standard, it can be conditionally decomposed into two chips of ASIL-B level + ASIL-B level, that is, two components of ASIL-B level without common cause failure are decomposed to achieve, which can be understood as the first single-core Hall chip 212 and the second single-core Hall chip 213 in the embodiment. In this way, the difficulty of single-component design is effectively reduced, and the cost is also controlled within an acceptable range.

[0060] The first single-core Hall chip 212 and the second single-core Hall chip 213 can detect the position of the strip-shaped magnet 111 by detecting the change of the direction of the magnetic force line, and further detect the position of the brake pedal. The first single-core Hall chip 212 and the second single-core Hall chip 213 have the same function and are independent of each other. Exemplarily, the central position of the strip-shaped magnet 111 can be placed in the middle position of the first single-core Hall chip 212 and the second single-core Hall chip 213. In other words, the first single-core Hall chip 212 outputs a third PWM signal corresponding to the change of the direction of the magnetic force line detected when the strip-shaped magnet 111 is displaced, and the third PWM signal is related to the position of the brake pedal. The second single-core Hall chip 213 outputs a fourth PWM signal corresponding to the change of the direction of the magnetic force line detected when the strip-shaped magnet 111 is displaced, and the fourth PWM signal is related to the position of the brake pedal. The detection of the position of the brake pedal can be completed by any one of the first single-core Hall chip 212 and the second single-core Hall chip 213. In the embodiment, the first single-core Hall chip 212 and the second single-core Hall chip 213 are provided at the same time, and the two can be configured to calibrate each other. Exemplarily, the first single-core Hall chip 212 is configured such that the corresponding first PWM signal has a larger duty cycle as the strip-shaped magnet 111 moves closer, the second single-core Hall chip 213 is configured such that the corresponding second PWM signal has a smaller duty cycle as the strip-shaped magnet 111 moves closer, and the sum of the duty cycle of the third PWM signal and the duty cycle of the fourth PWM signal is 1. In this way, the third PWM signal corresponding to the first single-core Hall chip 212 and the fourth PWM signal corresponding to the second single-core Hall chip 213 are complementary, and can calibrate each other to check the correctness of the output signal, enhance the safety performance and reliability. In addition, in another specific embodiment, the first single-core Hall chip 212 is configured to output the corresponding third PWM signal, and the second single-core Hall chip 213 is configured to output the corresponding digital signal such as SENT. Different types of signals can also be used to calibrate each other to check the correctness of the output signal, enhance the safety performance and reliability.

[0061] Optionally, continuing to refer to Figure 1 and Figure 2 The pedal position sensor further comprises a first housing 30; the sensor circuit assembly 20 and the linear sliding assembly 10 are sequentially installed in the first housing 30, and together with the first housing 30 form a sealed structure; the first housing 30 is embedded with a detachable pressure relief safety device 40, which is used to maintain the air pressure balance inside and outside the sealed structure.

[0062] Specifically, the pedal position sensor further comprises a first housing 30, the sensor circuit assembly 20 and the linear sliding assembly 10 are sequentially arranged in the first housing 30, that is, the sensor circuit assembly 20 is first arranged in the first housing 30, and then the linear sliding assembly 10 is arranged in the first housing 30. At least part of the structure of the linear sliding assembly 10 can form a closed structure with the first housing 30, that is, the linear sliding assembly 10 and the first housing 30 can form a closed structure, and the sensor circuit assembly 20 is located in the closed structure, so that the sensor circuit assembly 20 can be protected.

[0063] In addition, since the linear sliding assembly 10 can be linearly displaced along with the linear moving part of the brake pedal, when emergency braking occurs, that is, the driver suddenly steps on the brake pedal with great force, the linear sliding assembly 10 can compress local air during rapid downward movement, causing the air pressure in the closed structure to suddenly increase, and the internal components are not damaged due to pressure changes. In order to avoid the air pressure in the closed structure being too large and damaging the internal components, a pressure relief safety device 40 can be additionally provided, which is embedded in the first housing 30. The pressure relief safety device 40 can release the air inside the closed structure.

[0064] Illustratively, the pressure relief safety device 40 is a detachable elastic member. When the air pressure in the closed structure is too large, the high pressure inside can directly pop out the pressure relief safety device 40. At this time, the pressure relief safety device 40 is detached from the embedded state in the first housing 30, accelerating the air pressure exchange between the inside and outside of the closed structure, and achieving the maintenance effect of balancing the air pressure inside and outside the closed structure. In this way, the air tightness of the sensor can be ensured under normal working conditions, the influence of the outside on the internal components of the sensor is reduced, and the detection accuracy is improved. In addition, the pressure can be released in emergency conditions to protect the internal components from being damaged due to pressure changes.

[0065] Illustratively, the pressure relief safety device 40 can further comprise a plastic air permeable hole and a deformable plug. The cooperation gap between the deformable plug and the plastic air permeable hole is finely adjusted, and the air permeation pressure can be adjusted to a reasonable pressure value as needed. Illustratively, when the air pressure in the closed structure is greater than the preset plug pressure, the edge of the deformable plug will slightly deform from the inside to the outside under the internal pressure, forming an exhaust passage between the cooperation gap and the plastic air permeable hole, so as to release the pressure outward through the plastic air permeable hole, avoiding the damage of the internal components due to excessive internal pressure, and affecting the use of the brake pedal and the detection accuracy of the position of the brake pedal.

[0066] In addition, with reference to Figure 1 and Figure 2 , the pedal position sensor further comprises an O-ring 81 and a screw 82 for fixing and mounting the first housing 30 and the linear sliding assembly 10.

[0067] Exemplarily, the pedal position sensor interfaces for external power supply and signal transmission can be arranged on the first housing 30. Alternatively, the interfaces can be arranged on the other side of the linear sliding assembly 10, and PIN pins 83 electrically connected with the sensor circuit assembly 20 are arranged in the interfaces.

[0068] Alternatively, continuing to refer to Figure 1 and Figure 2 , the linear sliding assembly 10 comprises a second housing 50, a displacement member 12 and a spring member 13. The second housing 50 is provided with a limiting track structure 14, the displacement member 12 is slidably arranged in the limiting track structure 14, and the displacement member 12 is drivingly connected with a linear moving part of a vehicle pedal. The magnetic part 11 is arranged in the interior of the displacement member 12. The spring member 13 extends or contracts along the limiting track structure 14, and one end of the spring member 13 is fixedly connected with the displacement member 12.

[0069] Specifically, the linear sliding assembly 10 comprises a second housing 50, a displacement member 12 and a spring member 13. The second housing 50 is provided with a limiting track structure 14, and the displacement member 12 is slidably arranged in the limiting track structure 14. Exemplarily, the second housing 50 and the first housing 30 can form the above-mentioned closed structure, that is, the sensor circuit assembly 20 is located between the second housing 50 and the first housing 30. The interior of the displacement member 12 is provided with the magnetic part 11. The displacement member 12 is linearly displaced synchronously with the linear moving part of the brake pedal, and the magnetic part 11 is displaced under the driving of the displacement member 12. One end of the spring member 13 is fixedly connected with the displacement member 12, and the spring member 13 extends or contracts along the limiting track structure 14. Exemplarily, when the brake pedal is stepped on, the displacement member 12 is displaced along the limiting track structure 14, and the spring member 13 is in a pressed state, that is, the spring member 13 contracts along the limiting track structure 14. When the brake pedal is released, the spring member 13 is restored, the spring member 13 extends along the limiting track structure 14, and pushes the displacement member 12 to be displaced along the limiting track structure 14, so that the displacement member 12 is restored to the initial position, thereby facilitating the detection of the position of the brake pedal.

[0070] Alternatively, Figure 5 is a structural schematic diagram of a mechanical awakening of a pedal position sensor provided by an embodiment of the present application, as shown in Figure 5 , the pedal position sensor further comprises a mechanical awakening switch 70. The displacement member 12 comprises a mechanical triggering part 60. The mechanical awakening switch 70 is electrically connected with the sensor circuit assembly 20, and at least part of the structure of the mechanical awakening switch 70 is located on the moving path of the mechanical triggering part 60.

[0071] Specifically, the displacement member 12 comprises a mechanical trigger 60, which can be understood as a part of the displacement member 12, and the mechanical trigger 60 can slide under the driving of the displacement member 12. At least part of the structure of the mechanical wake-up switch 70 is located on the moving path of the mechanical trigger 60, so that in the process of displacement change of the mechanical trigger 60, the mechanical trigger 60 can wake up the in-vehicle ECU (Electrical Control Unit, electronic control unit) by contacting the mechanical wake-up switch 70, so that the ECU starts to work. For example, when the vehicle is not started, the mechanical wake-up switch 70 is in an open state, and the in-vehicle ECU and other components with high power consumption will automatically enter a dormant state, effectively reducing standby power consumption. When the driver steps on the brake pedal and needs to start the vehicle, the displacement member 12 linearly displaces with the linear moving part of the brake pedal, and at the same time, the displacement member 12 also linearly displaces synchronously, and the mechanical trigger 60 can slide under the driving of the displacement member 12. And in the linear movement process of the mechanical trigger 60, the mechanical wake-up switch 70 will be closed to wake up the in-vehicle ECU, so that the ECU starts to work and waits for the driver to start the vehicle. In this way, the vehicle battery power can be saved, the driver can be facilitated, the service life of the vehicle battery can be prolonged, the energy can be saved, the requirements of automobile intelligentization can be met, and the problems of the prior art can be solved.

[0072] Further, with continued reference to Figure 1 and Figure 5, about the specific positional relationship of the mechanical wake-up switch 70, the mechanical trigger 60, the second shell 50, and the sensor circuit assembly 20, exemplarily, the second shell 50 and the first shell 30 can constitute the above-mentioned sealed structure, that is, the sensor circuit assembly 20 is located between the second shell 50 and the first shell 30. The mechanical trigger 60 is located on the side of the second shell 50 away from the first shell 30, that is, the mechanical trigger 60 is located outside the sealed structure. At least part of the structure of the mechanical wake-up switch 70 is also located on the side of the second shell 50 away from the first shell 30, that is, at least part of the structure of the mechanical wake-up switch 70 is located outside the sealed structure. In a specific embodiment, the entire structure of the mechanical wake-up switch 70 is located outside the sealed structure, and the mechanical wake-up switch 70 has an electrical connection relationship with the sensor circuit assembly 20 inside the sealed structure, so as to facilitate subsequent implementation of waking up the in-vehicle ECU. In another specific embodiment, part of the structure of the mechanical wake-up switch 70 is located outside the sealed structure, and the remaining part of the structure of the mechanical wake-up switch 70 is located inside the sealed structure, that is, the mechanical wake-up switch 70 can pass through the second shell 50 through a slotted structure. At this time, it also needs to be explained that, in order to ensure the sealing performance of the sealed structure, a sealing agent or the like can be filled between the mechanical wake-up switch 70 and the corresponding slotted structure, so as to keep the inside of the sealed structure sealed. Of course, the positional relationship between the mechanical wake-up switch 70 and the sealed structure can also be other, which will not be exemplified and described one by one herein.

[0073] Optionally, continuing to refer to Figure 5 , the mechanical wake-up switch 70 comprises a microswitch 71.

[0074] Specifically, the mechanical wake-up switch 70 comprises a microswitch 71, which can be understood as having a lever structure. Exemplarily, when the driver steps on the brake pedal and needs to start the vehicle, the displacement member 12 linearly displaces with the linear moving part of the brake pedal, and at the same time, the displacement member 12 also linearly displaces synchronously, the mechanical trigger 60 can slide under the driving of the displacement member 12, the microswitch 71 is arranged on the moving path of the mechanical trigger 60, and then the microswitch 71 can contact the mechanical trigger 60. When the mechanical trigger 60 moves to contact the microswitch 71, the microswitch 71 is closed and outputs a level signal (exemplarily, the level signal can be a low level signal) to the in-vehicle ECU, so as to wake up the in-vehicle ECU, so that the ECU starts to work and waits for the driver to start the vehicle. In addition, exemplarily, the microswitch 71 can also be closed when the mechanical trigger 60 moves to a preset position, and the preset position is not specifically required and specially limited herein.

[0075] Optionally, Figure 6is another mechanical awakening structure schematic view of the pedal position sensor provided by the embodiment of the utility model, as shown in Figure 6 The mechanical awakening switch 70 includes a microswitch 72.

[0076] Specifically, the mechanical awakening switch 70 includes the microswitch 72, the microswitch 72 can be understood as having a trigger lever, the microswitch 72 has the characteristics of low price, long service life and the like, and has extremely high cost performance. Exemplarily, when the driver steps on the brake pedal and needs to start the vehicle, the displacement member 12 linearly displaces with the linear moving part of the brake pedal, and at the same time, the displacement member 12 also linearly displaces synchronously, the mechanical trigger part 60 can slide under the driving of the displacement member 12, the microswitch 72 is arranged on the moving path of the mechanical trigger part 60, then the microswitch 72 can contact the mechanical trigger part 60. And when the mechanical trigger part 60 moves to contact the microswitch 72, the microswitch 72 is closed and outputs a level signal (exemplarily, the level signal can be a low level signal) to the in-vehicle ECU, so as to wake up the in-vehicle ECU, so that the ECU starts to work and waits for the driver to start the vehicle. In addition, exemplarily, the microswitch 72 can also be closed when the mechanical trigger part 60 moves to a preset position, and the embodiment does not make specific requirements and special limitations on the preset position.

[0077] Optionally, the pedal position sensor further includes a magnetic awakening switch; the magnetic awakening switch is electrically connected with the sensor circuit assembly, and the magnetic awakening switch is arranged on the side of the sensor circuit assembly close to the magnetic part.

[0078] Specifically, the pedal position sensor further includes a magnetic awakening switch. Exemplarily, the magnetic awakening switch can be a magnetic sensitive element such as TMR, AMR, HALL and the like. The magnetic awakening switch and the magnetic part are correspondingly arranged, and the magnetic awakening switch is arranged on the side of the sensor circuit assembly close to the magnetic part, so that the magnetic awakening switch can be triggered under the action of the magnetic field force with the linear displacement change of the magnetic part, without the magnetic part contacting the magnetic awakening switch to wake up the in-vehicle ECU, and the structure is simpler, and the up-down sliding of the magnetic part is smoother.

[0079] Exemplarily, when the vehicle is not started, if the displacement change of the magnetic component is greater than 1.5 mm, it indicates that the magnetic component is far away from the magnetic wake-up switch, the magnetic field generated does not exceed the trigger threshold of the magnetic wake-up switch, the magnetic wake-up switch is in an off state, and outputs a level signal (exemplarily, the level signal can be a high level signal), and the components with large power consumption in the vehicle, such as the ECU, are automatically in a dormant state, thereby effectively reducing the standby power consumption. Exemplarily, when the driver steps on the brake pedal and needs to start the vehicle, the linear sliding assembly and the linear moving component of the brake pedal linearly displace, and the magnetic component slides under the driving of the linear sliding assembly. When the displacement change of the magnetic component is less than 1.5 mm, it indicates that the magnetic component is close to the magnetic wake-up switch, the magnetic field strength at the magnetic wake-up switch increases, the magnetic field generated exceeds the trigger threshold of the magnetic wake-up switch, the magnetic wake-up switch is turned on, and outputs a level signal (exemplarily, the level signal can be a low level signal), thereby waking up the ECU in the vehicle, so that the ECU starts to work and waits for the driver to start the vehicle.

[0080] Furthermore, with continued reference to Figure 1 and Figure 2 , as to the specific positional relationship of the magnetic wake-up switch, the magnetic component, the second shell 50 and the sensor circuit assembly 20, exemplarily, the second shell 50 and the first shell 30 can form the above-mentioned sealed structure, that is, the sensor circuit assembly 20 is located between the second shell 50 and the first shell 30. The magnetic component is located on the side of the second shell 50 away from the first shell 30, that is, the magnetic component is located outside the sealed structure. In a specific embodiment, all the structures of the magnetic wake-up switch are located inside the sealed structure, and the magnetic wake-up switch and the sensor circuit assembly 20 inside the sealed structure have an electrical connection relationship, so as to facilitate the subsequent implementation of waking up the ECU in the vehicle. At this time, there is no need to form a slot structure on the second shell 50, and the sealing performance of the sealed structure is better. Of course, the positional relationship of the magnetic wake-up switch and the sealed structure can also be other, which will not be exemplified and described one by one herein.

[0081] It should be noted that the above are only preferred embodiments of the present application and the technical principles applied. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and those skilled in the art can make various obvious changes, re-adjustments, mutual combinations and substitutions without departing from the protection scope of the present application. Therefore, although the present application has been described in more detail through the above embodiments, the present application is not limited to the above embodiments, and can include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the appended claims.

Claims

1. A pedal position sensor, characterized by, The linear sliding assembly and the sensor circuit assembly are provided; The linear sliding assembly is in transmission connection with a linear moving part of a vehicle pedal; The linear sliding assembly is internally provided with a magnetic part which is displaced under the driving of the linear sliding assembly; The sensor circuit assembly is used for detecting the displacement of the magnetic part and obtaining position information of the vehicle pedal.

2. The pedal position sensor of claim 1, wherein, The sensor circuit assembly is provided with a 3D Hall element; and the magnetic part is a bar-shaped magnet with magnetic charges at two ends.

3. The pedal position sensor of claim 2, wherein, The 3D Hall element comprises a double-core Hall chip; The double-core Hall chip comprises a first Hall sub-chip and a second Hall sub-chip; The first Hall sub-chip is used for outputting a first PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet is displaced; and the second Hall sub-chip is used for outputting a second PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet is displaced; wherein the duty cycle of the first PWM signal and the duty cycle of the second PWM signal are 1.

4. The pedal position sensor of claim 2, wherein, The 3D Hall element comprises a first single-core Hall chip and a second single-core Hall chip; The first single-core Hall chip is used for outputting a third PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet is displaced; and the second single-core Hall chip is used for outputting a fourth PWM signal according to the change of the magnetic field line direction detected when the bar-shaped magnet is displaced; wherein the duty cycle of the third PWM signal and the duty cycle of the fourth PWM signal are 1.

5. The pedal position sensor of claim 1, wherein, Further comprising a first shell; The sensor circuit assembly and the linear sliding assembly are sequentially installed in the first shell, and together with the first shell form a sealed structure; The first shell is embedded with a detachable pressure relief safety device which is used for maintaining the air pressure balance inside and outside the sealed structure.

6. The pedal position sensor of claim 1, wherein, The linear sliding assembly comprises a second shell, a displacement part and a spring part; The second shell is provided with a limiting track structure, the displacement part is slidably arranged in the limiting track structure, and the displacement part is in transmission connection with the linear moving part of the vehicle pedal; The magnetic part is arranged in the interior of the displacement part; The spring part is stretched or contracted along the limiting track structure, and one end of the spring part is fixedly connected with the displacement part.

7. The pedal position sensor of claim 6, wherein, The pedal position sensor further comprises a mechanical wake-up switch; the displacement part comprises a mechanical trigger part; The mechanical wake-up switch is electrically connected with the sensor circuit assembly, and at least part of the structure of the mechanical wake-up switch is located on the moving path of the mechanical trigger part.

8. The pedal position sensor of claim 7, wherein, The mechanical wake-up switch comprises a micro-switch.

9. The pedal position sensor of claim 7, wherein, The mechanical wake-up switch comprises a touch switch.

10. The pedal position sensor of claim 1, wherein, Further comprising a magnetic wake-up switch; The magnetic wake-up switch is electrically connected with the sensor circuit assembly, and the magnetic wake-up switch is arranged on the side of the sensor circuit assembly close to the magnetic part.

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