Automatic brake actuating mechanism and intelligent brake device

Abstract

The utility model discloses an automatic brake actuating mechanism which comprises a main brake pedal, an auxiliary brake device, an auxiliary brake pedal, a swing rod assembly, a motor, a Hall element and a radial magnet. One end of the swing rod assembly is fixedly connected with a rotating shaft of the motor, and the other end drives the auxiliary brake pedal to rotate. One end of the auxiliary brake device is fixedly connected with the auxiliary brake pedal, and the other end is lapped with the main brake pedal; the radial magnet is fixedly connected with a rotating shaft of the motor; the Hall component is arranged opposite to the radial magnet and is used for acquiring a rotation angle signal of the rotating shaft; when the motor runs, the rotating shaft is driven to rotate so as to drive the swing rod assembly to rotate, then the auxiliary brake pedal and the auxiliary brake device are driven to rotate, and automatic brake control over the main brake pedal is achieved. The utility model further discloses an intelligent brake device. According to the utility model, the driving safety can be improved, and cheating behaviors in the examination process of the subject III can be avoided at the same time.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle braking technology, specifically relating to an automatic braking actuator and braking device. Background Technology

[0002] As people's living standards continue to improve, convenient transportation has become a major demand, and travel safety is of paramount importance. Motor vehicle driving skills are receiving increasing attention, with tens of thousands of students obtaining driver's licenses every year. Only after undergoing professional driving skills training and passing the final examination can one drive a vehicle on the road, thus minimizing the risk of traffic accidents. Accidents not only affect the vehicle itself but also pose a serious threat to people's safety and economic well-being.

[0003] Currently, my country's motor vehicle driver's license driving skills examination uses a combination of computer-based evaluation and human examiner evaluation. While most test items now involve automated data collection and scoring, some still require invigilators to supervise the process. In the third subject test (road driving skills), invigilators act as auxiliary safety officers, accompanying the examinee to ensure driving safety. This approach not only increases the manpower costs of the examination but also introduces drawbacks. For example, during the third subject test, there are instances of auxiliary safety officers helping to apply the brakes, which are difficult to detect and eliminate, thus affecting the fairness and impartiality of the entire driving test industry. Utility Model Content

[0004] To address the aforementioned problems, this utility model provides an automatic braking actuator and an intelligent braking device that can achieve automatic braking, thereby not only improving driving safety but also preventing cheating during the driving test.

[0005] The technical solution adopted in this utility model is as follows:

[0006] The first aspect of this utility model discloses an automatic braking actuator, including a main brake pedal, a secondary brake device, a secondary brake pedal, a rocker arm assembly, a motor, a Hall effect sensor, and a radial magnet. One end of the rocker arm assembly is fixedly connected to the motor shaft, and the other end is used to drive the secondary brake pedal to rotate. One end of the secondary brake device is fixedly connected to the secondary brake pedal, and the other end is used to drive the main brake pedal to rotate. The radial magnet is fixedly connected to the motor shaft. The Hall effect sensor is arranged opposite to the radial magnet and is used to collect the rotation angle signal of the shaft. When the motor is running, it drives the shaft to rotate, thereby rotating the rocker arm assembly, which in turn drives the secondary brake pedal and the secondary brake device to rotate, so as to realize automatic braking control of the main brake pedal.

[0007] As an alternative, the motor is fixedly connected to the vehicle body via a first bracket; the first bracket has a first connecting surface and a second connecting surface arranged vertically, wherein the first connecting surface is used to connect to the vehicle body, and the second connecting surface is fixedly connected to the motor.

[0008] As an alternative, the first connecting surface has at least two elongated holes, and the second connecting surface has a round hole and a through hole for the motor shaft to pass through.

[0009] As an alternative, the radial magnet is fixed to one end of the motor shaft by a magnet holder; the magnet holder is a cylindrical structure; one end of the cylinder has an internal threaded hole for fixed connection with the motor shaft by threaded connection; the other end of the cylinder has a groove for mounting the radial magnet.

[0010] As an alternative, the Hall element is fixedly connected to the motor via a second bracket; the second bracket has an approximately U-shaped structure, with both ends fixedly connected to the motor; the Hall element is fixed to the inner side of the second bracket and arranged opposite to the radial magnet.

[0011] As an optional solution, the lever assembly includes a brake lever and a bolt assembly; one end of the brake lever has an elongated hole for the motor shaft to pass through, and the other end has a threaded hole for mounting the bolt assembly; the bolt assembly includes a bolt and a nut for mating with it; the bolt is inserted into the threaded hole of the brake lever and fixed by the nut; the bolt abuts against the auxiliary brake pedal when the brake lever rotates to a specific angle.

[0012] As an alternative, the rocker arm assembly also includes a nylon sleeve fitted onto the bolt.

[0013] As an optional solution, the secondary braking device includes a main rod, a front swing arm, a rear support, and a mounting bracket; the front swing arm and the rear support are respectively fixed to both ends of the main rod, and the front swing arm overlaps with the main brake pedal; the rear support is fixedly connected to the secondary brake pedal; the mounting bracket is fixedly connected to the main rod and is used to fix the secondary braking device to the vehicle body.

[0014] As an optional option, the motor is a worm gear motor.

[0015] The second aspect of this utility model discloses an intelligent braking device, including a controller and an automatic braking actuator as described in the first aspect of this utility model or any optional embodiment thereof; the controller is communicatively connected to a motor and a Hall element, and is configured to: send start or stop commands to the motor, receive electrical signals sent by the Hall element to characterize the rotation angle of the motor shaft, and determine the position of the main brake pedal based on the electrical signals.

[0016] This utility model has the following beneficial effects:

[0017] (1) The automatic braking actuator disclosed in this utility model drives the rotating shaft to rotate by a motor, thereby driving the swing arm assembly to rotate, which in turn drives the auxiliary brake pedal and auxiliary brake device to rotate, automatically controlling the main brake pedal, thereby achieving automatic braking.

[0018] (2) The automatic braking actuator disclosed in this utility model can effectively collect the rotation angle signal of the motor shaft (radial magnet) by using Hall effect devices and radial magnets in combination, and thereby control the operating state of the motor.

[0019] (3) The automatic braking actuator disclosed in this utility model can directly modify the braking device based on the main (auxiliary) brake pedal in the existing driving test vehicle. It has the characteristics of small structure, easy installation, convenient operation, low cost, and is suitable for most vehicle models.

[0020] (4) The intelligent braking device disclosed in this utility model can automatically brake when the driver fails to apply the brakes in time, through the cooperation of the controller and the automatic braking actuator, thereby improving driving safety and avoiding cheating during the driving test. Attached Figure Description

[0021] Figure 1 This is a front view of the automatic braking actuator;

[0022] Figure 2 A three-dimensional structural diagram of an automatic braking actuator;

[0023] Figure 3 A three-dimensional structural diagram of the auxiliary braking device;

[0024] Figure 4 This is a three-dimensional structural diagram of the motor bracket;

[0025] Figure 5 This is a three-dimensional structural diagram of the brake lever;

[0026] Figure 6 (a) and (b) are schematic diagrams of the three-dimensional structure of the motor assembly from different perspectives;

[0027] Figure 7 (a) and (b) are schematic diagrams of the three-dimensional structure of the magnet assembly from different perspectives. Detailed Implementation

[0028] The technical solution of this utility model will be clearly and completely described below with reference to specific embodiments and accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0029] In the description of this utility model, the use of terms such as "upper," "lower," "inner," "outer," "left," "right," "top," "bottom," "front," and "rear" to indicate orientation or positional relationships is based on the orientation or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing this utility model and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. The terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, but may include other units not explicitly listed or inherent to these products or devices. Furthermore, the use of terms such as "first" and "second" is used to distinguish similar objects and is not necessarily used to describe a specific order or relative importance. Those skilled in the art can understand the specific meaning of the above terms in this utility model in conjunction with the specific circumstances.

[0030] Combination Figures 1 to 7 As shown, Embodiment 1 of the present invention discloses an automatic braking actuator, which mainly includes components such as a main brake pedal 100, a secondary brake device 200, a secondary brake pedal 300, a motor bracket 400, a motor assembly 500, a swing arm assembly 600, a Hall effect assembly 700, and a magnet assembly 800.

[0031] The main brake pedal 100 is the original brake pedal for the driver's seat, and the auxiliary brake pedal 3 is the original brake pedal for the passenger's seat. The motor assembly 500 includes components such as a worm gear motor 501 and a motor cover 502, with the motor cover 502 fixed to the outer end face of the worm gear motor 501.

[0032] The secondary brake device 200 is fixed to the vehicle body and is used to connect the main brake pedal 100 and the secondary brake pedal 300. For example... Figure 3As shown, the secondary braking device 200 mainly includes a main rod 201, a front swing rod 202, a rear support 203, a bracket 204, and a bracket 205. The front swing rod 202 is located at the end of the main rod 201 and overlaps the main brake pedal 100, used to drive the main brake pedal 100 to rotate. The rear support 203 is located at the other end of the main rod 201, and the secondary brake pedal 300 is fixedly connected to the secondary braking device 200 through the rear support 203. The brackets 204 and 205 are located at the left and right ends of the main rod 201, respectively, used to fix the secondary braking device 200 to the vehicle body. In other embodiments, one or more brackets can be used, as long as the secondary braking device 200 can be fixedly connected to the vehicle body. In other embodiments, the secondary braking device 200 also includes a secondary brake pedal, that is, the secondary brake pedal is included as a component of the secondary braking device 200. In actual use, the secondary braking device 200 can also directly use existing structures such as the Santana or Jetta secondary brake.

[0033] Motor bracket 400 is mainly used to mount worm gear motor 501. For example... Figure 4 As shown, the motor bracket 400 can specifically be a sheet metal bent piece, including a vertically arranged connecting surface 401 and a connecting surface 402. It is fixedly connected to the vehicle body via the connecting surface 401 and to the worm gear motor 501 via the connecting surface 402. Specifically, the connecting surface 401 has an elongated hole 401a, through which screws and nuts are installed to fix it to the vehicle body. The connecting surface 402 has a through hole 402a and a round hole 402b. The through hole 402a is used to pass through the shaft 501a of the worm gear motor 501, and the connecting surface 402 is fixedly connected to the end face of the worm gear motor 501 via screws and nuts installed in the round hole 402b.

[0034] One end of the lever assembly 600 is fixed to the inner side of the motor bracket 400, and the other end is spaced from the auxiliary brake pedal 300 by a preset distance (e.g., a preset distance of 5 mm). The lever assembly 600 mainly consists of a brake lever 601, a bolt assembly 602, and a nylon sleeve 603. Figure 5 As shown, one end of the brake lever 601 has an elongated hole 601a for the shaft 501a of the worm gear motor 501 to pass through. The shaft 501a of the worm gear motor 501 passes through the elongated hole 601a and is fixed by a nut, thereby causing the brake lever 601 to rotate along with the worm gear motor 501. The other end of the brake lever 601 has a threaded hole 601b for mounting a bolt assembly 602. The bolt assembly 602 includes a long bolt and a matching nut. The long bolt is installed in the threaded hole 601b and fixed by the nut. To reduce friction between the brake lever 601 and the long bolt, a nylon sleeve 11 is fitted onto the long bolt, and both ends are limited and fixed by nuts.

[0035] The Hall effect assembly 700 mainly consists of Hall element 701 and Hall support 702. For example... Figure 6 As shown, the Hall bracket 702 has an approximately "U" shaped structure, and its two ends are fixedly connected to the motor cover 502 by screws. The Hall element 701 is attached to the inside of the Hall bracket 702 using 3M adhesive.

[0036] The magnet assembly 800 mainly consists of a radial magnet 801 and a radial magnet base 802. For example... Figure 7 As shown, the radial magnet holder 802 has a cylindrical structure. One end of the cylinder has an internal threaded hole 802a, which is fixedly connected to the worm gear motor 501 by a threaded connection; the other end of the cylinder has a groove 802b for mounting the radial magnet 801. The radial magnet 801 can be glued to the groove 802b with 3M adhesive and is arranged opposite to the Hall element 701. Preferably, the center lines of the Hall element 701, the radial magnet 801, and the shaft 501a of the worm gear motor 501 coincide.

[0037] Using the automatic braking actuator disclosed in Embodiment 1, when an emergency occurs during vehicle operation requiring the brake pedal to be pressed, the worm gear motor 501 starts working after receiving a start command from the controller. Its shaft rotates, driving the rocker arm assembly 600 to rotate. After contacting the secondary brake pedal 300, it drives the secondary brake pedal 300 and the secondary brake device 200 to rotate. The front rocker arm 202 of the secondary brake device 200 rotates downwards to press down the main brake pedal 100 for braking. Upon receiving a stop command from the controller, the worm gear motor 501 stops working. The rotation of its shaft drives the rocker arm assembly 600 back to a pre-set initial position (e.g., 5mm away from the secondary brake pedal). Both the secondary brake pedal 300 and the main brake pedal 100 return to their original positions, thus achieving control of the brake pedal. During this process, the radial magnet 801 rotates with the motor shaft. The radial magnet 801 continuously rotates relative to the Hall element 701, causing a change in the magnetic field, and the electrical signal output by the Hall element 701 also changes accordingly.

[0038] Embodiment 2 of the present invention discloses an intelligent braking device, including the automatic braking actuator described in Embodiment 1, and a controller for controlling the operation of the automatic braking actuator. The controller is electrically connected to a worm gear motor 501 and a Hall effect device 701 via wires, and is used to control the rotation of the worm gear motor 501 and receive electrical signals transmitted by the Hall effect device 701. Simultaneously, the controller can also be directly connected to a 12V power supply in the vehicle to power the worm gear motor 501 and the Hall effect device 701.

[0039] Understandably, there are many situations in driving tests where the brake pedal needs to be pressed, such as when the seatbelt is not fastened, the door is not closed, or the millimeter-wave radar calculates that continuing at the current speed would result in a collision with the vehicle or obstacle ahead. Therefore, the controller also communicates with components such as the seatbelt sensor installed in the seatbelt buckle, the door sensor installed in the door, and the millimeter-wave radar installed at the front of the vehicle. Based on the signals collected by the sensors and millimeter-wave radar, it determines whether the main brake pedal needs to be pressed to apply braking or whether it needs to be released to stop braking, and sends start or stop commands to the worm gear motor 501 according to the required action. Understandably, the controller's analysis of determining whether to press or release the main brake pedal based on received signals is achievable with existing technology and is not an improvement of this patent; therefore, it will not be elaborated upon here.

[0040] When the worm gear motor 501 receives a start-up command from the controller connected to it, the rotating shaft 501a starts to rotate, driving the radial magnet 801 fixed on the worm gear motor 501 to rotate. This causes the magnetic attraction force of the Hall element 701, which is arranged opposite to the radial magnet 801, to change accordingly. The Hall element 701 converts the magnetic attraction force into an electrical signal and sends it to the controller connected to it through a wire. Understandably, the magnitude of the magnetic attraction force can reflect the rotation angle of the worm gear motor 501. Therefore, the electrical signal output by the Hall element 701, the rotation angle of the worm gear motor 501, and the position of the brake lever 601 are in one-to-one correspondence. Thus, the corresponding radial magnet rotation angle can be found in the pre-stored mapping relationship between the Hall element output electrical signal (also known as "Hall reading") and the radial magnet rotation angle (corresponding to the position of the brake lever) based on the electrical signal output by the Hall element 701. The position of the brake lever 601 can then be obtained (which can also be represented by the angle), thereby knowing the current braking state of the main (secondary) brake pedal, such as braking or not braking, and the operating state of the worm gear motor 501 can be controlled based on this.

[0041] Understandably, after the initial installation of the intelligent braking device, debugging will be performed. The electrical signals output by the Hall effect sensor 701 at the initial and final positions of the brake lever 601 will be automatically read, and a mapping table will be generated between the Hall effect sensor output signals and the rotation angle of the radial magnet. The Hall effect readings are typically proportional to the angle of the brake lever 601. For example, when the brake lever 601 is in the final position (initial position), the Hall effect reading is 50°; when the brake lever 601 is in the final position, the Hall effect reading is 40°.

[0042] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model. It should be pointed out that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. An automatic braking actuator, characterized in that, The system includes a main brake pedal, a secondary brake device, a secondary brake pedal, a rocker arm assembly, a motor, a Hall effect sensor, and a radial magnet. One end of the rocker arm assembly is fixedly connected to the motor shaft, and the other end is used to drive the secondary brake pedal to rotate. One end of the secondary brake device is fixedly connected to the secondary brake pedal, and the other end is connected to the main brake pedal. The radial magnet is fixedly connected to the motor shaft. The Hall effect sensor is arranged opposite to the radial magnet and is used to collect the rotation angle signal of the shaft. When the motor is running, it drives the rotating shaft to rotate, thereby rotating the rocker arm assembly, which in turn drives the auxiliary brake pedal and auxiliary brake device to rotate, so as to realize automatic braking control of the main brake pedal.

2. The automatic braking actuator as described in claim 1, characterized in that, The motor is fixedly connected to the vehicle body via a first bracket; the first bracket has a first connecting surface and a second connecting surface arranged vertically, wherein the first connecting surface is used to connect to the vehicle body, and the second connecting surface is fixedly connected to the motor.

3. The automatic braking actuator as described in claim 2, characterized in that, The first connecting surface has at least two elongated holes, and the second connecting surface has a round hole and a through hole for the motor shaft to pass through.

4. The automatic braking actuator as described in claim 1, characterized in that, The radial magnet is fixed to one end of the motor shaft by a magnet holder; the magnet holder is a cylindrical structure; one end of the cylinder has an internal threaded hole for fixed connection with the motor shaft by threaded connection; the other end of the cylinder has a groove for mounting the radial magnet.

5. The automatic braking actuator as described in claim 1, characterized in that, The Hall element is fixedly connected to the motor via a second bracket; the second bracket has an approximately "U" shaped structure, with both ends fixedly connected to the motor. The Hall element is fixed to the inside of the second bracket and arranged opposite to the radial magnet.

6. The automatic braking actuator as described in claim 1, characterized in that, The lever assembly includes a brake lever, a bolt assembly, and a nylon sleeve. One end of the brake lever has an elongated hole for the motor shaft to pass through, and the other end has a threaded hole for mounting the bolt assembly. The bolt assembly includes a bolt and a nut for mating with it. The bolt is inserted into the threaded hole of the brake lever and fixed by the nut. The nylon sleeve is fitted onto the bolt. When the brake lever rotates to a specific angle, the bolt abuts against the auxiliary brake pedal through the nylon sleeve.

7. The automatic braking actuator as described in claim 1, characterized in that, The auxiliary braking device includes a main rod, a front swing arm, a rear support, and a mounting bracket; the front swing arm and the rear support are respectively fixed to both ends of the main rod, and the front swing arm overlaps with the main brake pedal; the rear support is fixedly connected to the auxiliary brake pedal; the mounting bracket is fixedly connected to the main rod and is used to fix the auxiliary braking device to the vehicle body.

8. The automatic braking actuator as described in claim 7, characterized in that, The auxiliary brake pedal is a component of the auxiliary braking device and is fixedly connected to the rear support.

9. The automatic braking actuator as described in any one of claims 1 to 8, characterized in that, The motor is a worm gear motor.

10. An intelligent braking device, characterized in that, The system includes a controller and an automatic braking actuator as described in any one of claims 1 to 9; the controller is communicatively connected to a motor and a Hall effect device, and is configured to: send start or stop commands to the motor, receive electrical signals from the Hall effect device to characterize the rotation angle of the shaft, and determine the position of the main brake pedal based on the electrical signals.

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