Lightweight dual boost-by-wire pedal

Abstract

The utility model belongs to the technical field of drive-by-wire, provide a kind of lightweight double power drive-by-wire pedal, including pedal support, pedal support is fixedly connected on the vehicle front apron, and pedal support is hinged with pedal by rotating pin, and nonlinear resistance power spring assembly and linear resistance power spring assembly are arranged between pedal and pedal support, the distance between nonlinear resistance power spring assembly and rotating pin is greater than the distance between linear resistance power spring assembly and rotating pin;Sensor assembly, sensor assembly is arranged on pedal support, and sensor assembly is used to measure the rotation angle of pedal relative to pedal support.The drive-by-wire pedal of the utility model can simulate corresponding pedal force change with the change of braking force, improve the experience perception of driver, and realize lightweight.

Description

Technical Field

[0001] This utility model belongs to the field of brake-by-wire technology, and in particular relates to a lightweight dual-powered brake-by-wire pedal. Background Technology

[0002] With the development trend of autonomous driving and intelligent driving in the automotive industry, braking systems have evolved from vacuum-assisted hydraulic braking to electro-assisted hydraulic braking, and will further develop into unassisted brake-by-wire braking in the future.

[0003] Unassisted brake-by-wire systems typically include a separate brake pedal and a brake motor. By collecting data on the rotation angle or angular velocity of the brake pedal, the system analyzes the driver's driving intentions and then controls the brake motor to brake the vehicle.

[0004] Because there is no direct mechanical connection between the brake-by-wire pedal and the braking actuator, the existing brake pedals exhibit minimal variation in pedal force, failing to simulate the relationship between pedal force and braking force in a real vehicle. This reduces the driver's and passenger's perception of the braking experience, weakens human-vehicle interaction, and is detrimental to safe driving. Furthermore, existing brake-by-wire pedals generally have complex structures and are relatively heavy, hindering efforts to reduce vehicle weight and emissions. Utility Model Content

[0005] The purpose of this invention is to provide a lightweight dual-powered drive-by-wire pedal to solve the above problems, so as to simulate the corresponding pedal force changes with the change of braking force, improve the driver's experience and perception, and achieve the goal of lightweight design.

[0006] To achieve the above objectives, this utility model provides the following solution: a lightweight dual-powered remote-controlled pedal, comprising:

[0007] A pedal support is fixedly connected to the front bulkhead of the vehicle. A pedal is hinged to the pedal support via a rotating pin. A non-linear resistance assist spring assembly and a linear resistance assist spring assembly are provided between the pedal and the pedal support. The distance between the non-linear resistance assist spring assembly and the rotating pin is greater than the distance between the linear resistance assist spring assembly and the rotating pin.

[0008] A sensor assembly is disposed on the pedal support and is used to measure the rotation angle of the pedal relative to the pedal support.

[0009] Preferably, the nonlinear resistance assist spring assembly includes a first spring, one end of which abuts against the top of the pedal support, and the other end of which abuts against the bottom of the pedal.

[0010] The first spring is a non-equidistant compression spring.

[0011] Preferably, the linear resistance assist spring assembly includes a second spring, one end of which abuts against the top of the pedal support, and the other end of which abuts against the bottom of the pedal.

[0012] The second spring is an equidistant compression spring.

[0013] Preferably, the top of the pedal support is fixedly connected to two sets of support columns in a direction perpendicular to the rotating pin, and the bottom ends of the first spring and the second spring are respectively sleeved on the two support columns.

[0014] Preferably, the top of the first spring and the second spring are respectively fitted with hinge seats, and the ends of the two hinge seats away from the pedal support are respectively rotatably connected to the bottom of the pedal. The pivot between the hinge seat and the pedal is arranged parallel to the rotating pin.

[0015] Preferably, the sensor assembly includes a Hall switch, which is fixedly embedded in the pedal support and abuts against the bottom of the pedal. The Hall switch is used to acquire the rotation angle of the pedal relative to the pedal support.

[0016] Preferably, the side wall of the pedal away from the pedal support has several anti-slip grooves.

[0017] Compared with existing technologies, this utility model has the following advantages and technical effects: The main function of the pedal support is to facilitate the installation of the drive-by-wire pedal on the front panel of the vehicle; the main function of the nonlinear resistance assist spring assembly is to provide a smaller pedaling force in the initial stroke, improving comfort; the main function of the linear assist resistance spring assembly is to ensure that, in conjunction with the nonlinear resistance assist spring assembly, a larger pedaling force is provided in the later stroke, simulating the relationship between pedaling force and braking force; the main function of the sensor assembly is to collect the angle of rotation of the pedal relative to the pedal support and transmit the collected signal to the vehicle ECU for controlling the operation of the brake motor. Overall, this utility model has a simple structure, which contributes to vehicle weight reduction. Furthermore, the nonlinear resistance assist spring assembly and the linear resistance assist spring assembly placed between the pedal and the pedal support allow for the feedback of a smaller pedaling force in the initial stroke and a larger pedaling force in the later stroke, simulating the relationship between pedaling force and braking force, thus improving the driver's experience and enhancing the human-vehicle interaction experience. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the wire-controlled pedal of this utility model;

[0020] Figure 2 This is a top view of the drive-by-wire pedal of this utility model;

[0021] Figure 3 This is a schematic diagram of the drive-by-wire pedal according to Embodiment 2 of this utility model;

[0022] Figure 4 This is a schematic diagram showing the force value variation trend of the drive-by-wire pedal of this utility model;

[0023] Among them, 1. pedal support; 2. pedal; 3. rubber pedal surface; 4. rotating pin; 5. first spring; 6. second spring; 7. support column; 8. hinge seat; 9. Hall switch; 10. anti-slip groove; 11. support. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0026] Example 1:

[0027] Reference Figures 1-2 This utility model provides a lightweight dual-powered drive-by-wire pedal, comprising:

[0028] The pedal support 1 is fixedly connected to the front panel of the vehicle. The pedal support 1 is hinged to the pedal support 1 by a rotating pin 4. A non-linear resistance assist spring assembly and a linear resistance assist spring assembly are provided between the pedal 2 and the pedal support 1. The distance between the non-linear resistance assist spring assembly and the rotating pin 4 is greater than the distance between the linear resistance assist spring assembly and the rotating pin 4.

[0029] The sensor assembly is mounted on the pedal support 1 and is used to measure the rotation angle of the pedal 2 relative to the pedal support 1.

[0030] The main function of the pedal support 1 is to facilitate the installation of the drive-by-wire pedal on the front panel of the vehicle. The main function of the nonlinear resistance assist spring assembly is to provide a smaller pedaling force in the initial travel phase, improving comfort. The main function of the linear assist resistance spring assembly is to ensure that, in conjunction with the nonlinear resistance assist spring assembly, a larger pedaling force is provided to the pedal 2 in the later travel phase, simulating the relationship between pedaling force and braking force. The main function of the sensor assembly is to collect the rotation angle of the pedal 2 relative to the pedal support 1 and transmit the collected signal to the vehicle ECU for controlling the operation of the brake motor. Overall, this invention has a simple structure, which contributes to vehicle weight reduction. Furthermore, the nonlinear resistance assist spring assembly and the linear resistance assist spring assembly placed between the pedal and the pedal support allow for a smaller pedaling force in the initial travel phase and a larger pedaling force in the later travel phase, simulating the relationship between pedaling force and braking force, thus improving the driver's experience and enhancing the human-vehicle interaction experience.

[0031] Further optimization of the design: the pedal support 1 and the pedal 2 can be made of engineering plastics or aluminum alloy to ensure lightweight construction.

[0032] Further optimize the plan, such as Figure 1 As shown, the top of the pedal support 1 is fixedly connected to two sets of supports 11, the pedal 2 is located between the two supports 11, and the rotating pin 4 passes through the edges of the two supports 11 and the pedal 2 respectively.

[0033] Further optimization of the scheme: the nonlinear resistance assist spring assembly includes a first spring 5, one end of the first spring 5 abuts against the top of the pedal support 1, and the other end of the first spring 5 abuts against the bottom of the pedal 2.

[0034] The first spring 5 is a non-equidistant compression spring.

[0035] like Figure 1 and Figure 4 As shown, since the first spring 5 is a non-equidistant compression spring, in the initial stage when the pedal 2 is pressed, the first spring 5 has a smaller feedback force in the initial compression stage. At the same time, the second spring 6 is also in the initial compression stage, which makes the overall resistance of the pedal 2 smaller, which can effectively improve comfort and also cater to the characteristic that the braking force of the vehicle is smaller in the initial braking stage, ensuring the human-vehicle interaction experience.

[0036] Further optimization of the scheme: the linear resistance assist spring assembly includes a second spring 6, one end of the second spring 6 abutting against the top of the pedal support 1, and the other end of the second spring 6 abutting against the bottom of the pedal 2;

[0037] The second spring 6 is an equidistant compression spring.

[0038] like Figure 1 and Figure 4 As shown, in the middle and later stages of pedal 2 being pressed, the first spring 5 and the second spring 6 are both in the middle and later stages of compression. At this time, the elastic force fed back by the first spring 5 increases rapidly, and together with the continuously increasing elastic force of the second spring 6, they jointly provide greater resistance to pedal 2, increasing the pedaling force. This matches the trend of the vehicle's braking force continuously increasing, ensuring a better human-vehicle interaction experience.

[0039] In a further optimized design, two sets of support columns 7 are fixedly connected to the top of the pedal support 1 in a direction perpendicular to the rotating pin 4, and the bottom ends of the first spring 5 and the second spring 6 are respectively sleeved on the two support columns 7.

[0040] like Figure 1 As shown, the support column 7 can limit and fix the bottom of the first spring 5 and the second spring 6 to prevent the bottom of the first spring 5 or the second spring 6 from moving during the process of stepping on the pedal 2, thus maintaining working stability.

[0041] In a further optimized design, the tops of the first spring 5 and the second spring 6 are respectively fitted with hinge seats 8. The ends of the two hinge seats 8 away from the pedal support 1 are rotatably connected to the bottom of the pedal 2. The pivot between the hinge seat 8 and the pedal 2 is set parallel to the rotating pin 4.

[0042] like Figure 1 As shown, during the rotation of the pedal 2 relative to the pedal support 1, the hinge seat 8 can be synchronously deflected relative to the pedal 2 under the action of the first spring 5 or the second spring 6, ensuring that the first spring 5 and the second spring 6 can be compressed along their own axial direction, thereby improving working stability.

[0043] In a further optimized design, the sensor assembly includes a Hall switch 9, which is fixedly embedded in the pedal support 1 and abuts against the bottom of the pedal 2. The Hall switch is used to obtain the rotation angle of the pedal 2 relative to the pedal support 1.

[0044] like Figure 1 As shown, the top of the pedal support 1 has a downward-facing groove, and the Hall switch 9 is fixedly connected in the groove. A through hole is provided at the bottom of the groove to facilitate the passage of the wiring harness of the Hall switch 9.

[0045] The design is further optimized by providing several anti-slip grooves 10 on the side wall of the pedal 2 away from the pedal support 1.

[0046] like Figure 2 As shown, the anti-slip groove 10 can increase the surface friction of the pedal 2, which helps the driver drive safely.

[0047] Example 2:

[0048] The only difference between this embodiment and Embodiment 1 is that in this embodiment, both the pedal support 1 and the pedal 2 are made by stamping, making both the pedal support 1 and the pedal 2 sheet metal structures, which can further reduce the weight.

[0049] Further optimize the plan, such as Figure 3 As shown, a rubber pedal surface 3 is fixedly connected to the side of the pedal 2 away from the pedal support 1. The main function of the rubber pedal surface 3 is to increase friction and prevent the driver's shoes from slipping on the pedal 2 during braking.

[0050] In the description of this utility model, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model 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.

[0051] The embodiments described above are merely preferred embodiments of the present utility model and are not intended to limit the scope of the present utility model. Various modifications and improvements made to the technical solutions of the present utility model by those skilled in the art without departing from the spirit of the present utility model should fall within the protection scope defined by the claims of the present utility model.

Claims

1. A lightweight dual-powered drive-by-wire pedal, characterized in that, include: A pedal support (1) is fixedly connected to the front panel of the vehicle. A pedal (2) is hinged to the pedal support (1) by a rotating pin (4). A nonlinear resistance assist spring assembly and a linear resistance assist spring assembly are provided between the pedal (2) and the pedal support (1). The distance between the nonlinear resistance assist spring assembly and the rotating pin (4) is greater than the distance between the linear resistance assist spring assembly and the rotating pin (4). A sensor assembly is disposed on the pedal support (1) and is used to measure the rotation angle of the pedal (2) relative to the pedal support (1).

2. The lightweight dual-powered drive-by-wire pedal according to claim 1, characterized in that: The nonlinear resistance assist spring assembly includes a first spring (5), one end of which abuts against the top of the pedal support (1), and the other end of which abuts against the bottom of the pedal (2). The first spring (5) is a non-equidistant compression spring.

3. A lightweight dual-powered drive-by-wire pedal according to claim 2, characterized in that: The linear resistance assist spring assembly includes a second spring (6), one end of which abuts against the top of the pedal support (1), and the other end of which abuts against the bottom of the pedal (2). The second spring (6) is an equidistant compression spring.

4. A lightweight dual-powered drive-by-wire pedal according to claim 3, characterized in that: The top of the pedal support (1) is fixedly connected to two sets of pillars (7) in a direction perpendicular to the rotating pin (4), and the bottom ends of the first spring (5) and the second spring (6) are respectively sleeved on the two pillars (7).

5. A lightweight dual-powered drive-by-wire pedal according to claim 3, characterized in that: The top of the first spring (5) and the second spring (6) are respectively fitted with hinge seats (8). The ends of the two hinge seats (8) away from the pedal support (1) are respectively rotatably connected to the bottom of the pedal (2). The pivot between the hinge seat (8) and the pedal (2) is arranged parallel to the rotating pin (4).

6. A lightweight dual-powered drive-by-wire pedal according to claim 1, characterized in that: The sensor assembly includes a Hall switch (9), which is fixedly embedded in the pedal support (1). The Hall switch (9) abuts against the bottom of the pedal (2). The Hall switch is used to obtain the rotation angle of the pedal (2) relative to the pedal support (1).

7. A lightweight dual-powered drive-by-wire pedal according to claim 1, characterized in that: The side wall of the pedal (2) away from the pedal support (1) is provided with several anti-slip grooves (10).

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