An accelerator pedal and brake pedal integrated structure

Abstract

This utility model provides an integrated structure for an accelerator pedal and a brake pedal, including a base fixed to a vehicle. A first rotating part and a second rotating part are fixedly connected to the upper end of the base. A brake pedal is hinged within the first rotating part, and an accelerator pedal is hinged within the second rotating part. A second connecting rod is hinged to a second hinge member via an internally provided second hinge shaft. A second push rod is fixedly connected to the lower end face of the second hinge member. The second push rod passes through a free travel section and a second fixed plate and connects to a second brake cylinder. A pedal position sensor is fixedly connected to the rear end face of the base. This utility model, by setting acceleration and braking sections for the accelerator pedal, allows the system to quickly convert a driver's mistake into an emergency braking command when the driver accidentally depresses the accelerator pedal due to panic in a sudden situation, causing the pedal rotation angle to exceed the acceleration section and enter the braking section. This prevents accidents caused by sudden acceleration and improves driving safety and the driver's error tolerance.

Description

Technical Field

[0001] This utility model relates to the field of automotive pedal technology, specifically to an integrated structure of accelerator pedal and brake pedal. Background Technology

[0002] The automotive braking system is a core component that ensures driving safety. Its working principle is that when the driver presses the brake pedal, it pushes the piston in the brake cylinder to compress the brake fluid, converting mechanical force into hydraulic force and transmitting it to the wheel brake cylinders. Ultimately, the brake pads rub against the brake disc (or the brake shoes against the brake drum) to decelerate or stop the vehicle. When the driver is under stress in complex urban road conditions or emergency situations, if they mistake the accelerator pedal for the brake, it can easily lead to rear-end collisions and other accidents.

[0003] A search revealed that application CN201621102968.6 discloses an integrated accelerator and brake pedal device and a vehicle, including a base, a pedal, and a vacuum booster. The base is fixed to the vehicle, one end of the pedal is hinged to the base, and the vacuum booster is connected to the pedal. The pedal travel, from low to high, includes a braking position, a hovering position, and an acceleration position. The integrated accelerator and brake pedal device includes a hovering component, which includes a movable sleeve, a hovering tooth, and a limiting hook. The movable sleeve is connected to the pedal and can move synchronously with the pedal. The movable sleeve has a groove. One end of the hovering tooth is fixedly set, and the other end of the hovering tooth is in the groove. One end of the limiting hook is hinged to the vehicle, and the other end of the limiting hook engages with the hovering tooth to keep the pedal in the hovering position. When the pedal moves towards the braking position, the movable sleeve can push the limiting hook away from the hovering tooth, allowing the pedal to move between the braking and acceleration positions. In an emergency, pressing the pedal down will achieve braking, avoiding accidental operation of the brake and accelerator pedals in emergency situations.

[0004] However, the above-mentioned device has a cumbersome and complicated operating procedure. When the driver performs the acceleration action, he must first lightly press the pedal to release the locking hook and the suspension tooth, and then reduce the pressing force and rely on the spring to return to achieve lifting and acceleration. Compared with the traditional independent pedal "press to accelerate", this solution increases the operation steps and prolongs the reaction time, which is not conducive to the driver's quick and accurate control of the vehicle speed in dynamic road conditions. Secondly, it violates the traditional operating habits and subverts the muscle memory that the driver has formed over a long period of time to "press the pedal to accelerate and press the other pedal to brake", which is prone to misoperation in emergency situations. Utility Model Content

[0005] The purpose of this invention is to provide an integrated structure for the accelerator pedal and brake pedal to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] An integrated accelerator pedal and brake pedal structure includes:

[0008] The base is fixed to the car. The upper end of the base is fixedly connected to a first rotating part and a second rotating part. The brake pedal is hinged in the first rotating part through a first connecting rod, and the accelerator pedal is hinged in the second rotating part through a second connecting rod.

[0009] The second connecting rod is hinged to a second hinge member via an internally provided second hinge shaft. A second push rod is fixedly connected to the lower end face of the second hinge member. The second push rod passes through the idle stroke section and the second fixed plate and is connected to the second brake cylinder. A pedal position sensor is fixedly connected to the rear end face of the base for detecting the pedal rotation angle.

[0010] Preferably, the idle stroke section includes a compression spring, which is fixedly connected to the upper end of the second brake cylinder, the second brake cylinder is fixedly connected to the lower end face of the second fixed plate, and the top of the compression spring is fixedly connected to the contact plate.

[0011] Preferably, a pressure ring is fixedly connected to the second push rod. When the accelerator pedal is pressed, it causes the second push rod and the pressure ring to descend, compressing the compression spring in the idle stroke section.

[0012] Preferably, the second rotating part is hinged to the second connecting rod via a third hinge shaft, and the second rotating part is provided with a rotation angle assembly, which includes a rotation pointer fixedly connected to the third hinge shaft.

[0013] Preferably, the rotating mark extends into the slot at the front end of the second rotating seat and rotates. The slot is divided into an acceleration section and a braking section. A sponge pad is fixedly connected to the bottom of the braking section. When the accelerator pedal is pressed, it drives the third hinge shaft to rotate, causing the rotating mark to rotate within the slot.

[0014] Preferably, when the accelerator pedal rotation angle is in the acceleration phase, the vehicle accelerates; when the rotation angle is in the braking phase, the vehicle brakes.

[0015] Preferably, the first connecting rod is hinged to a first hinge member via an internally provided first hinge shaft, and a first push rod is fixedly connected to the lower end face of the first hinge member.

[0016] Preferably, the first push rod passes through the first fixed plate and connects to the first brake cylinder, and the first brake cylinder is fixedly connected to the lower end face of the first fixed plate.

[0017] Preferably, the first rotating part and the second rotating part at the front end of the base are at the same vertical height, and the first fixed plate is higher than the second fixed plate.

[0018] Compared with the prior art, the beneficial effects of this utility model are:

[0019] This invention, by setting acceleration and braking sections on the accelerator pedal, allows the system to quickly convert the misoperation into an emergency braking command when the driver accidentally floores the accelerator in a sudden situation due to tension, causing the pedal to rotate beyond the acceleration section and enter the braking section. This prevents accidents caused by sudden acceleration and improves driving safety and the driver's error tolerance.

[0020] This invention provides an independent and safe space for the acceleration phase of the accelerator pedal by setting a free stroke section on the second brake cylinder. This conforms to the good driving habit of drivers who gently accelerate in complex urban driving environments, and ensures that the second brake cylinder does not function when the accelerator pedal is accelerating normally, thus guaranteeing the smoothness of acceleration operation.

[0021] This invention, by setting a rotating mark in the second rotating part, combined with the division of the acceleration and braking sections by the slot, allows the working status of the accelerator pedal to be presented intuitively and visually. During testing, production debugging, and daily maintenance, staff can directly observe the position of the rotating mark in the slot to quickly determine whether the accelerator pedal is in the acceleration or braking range. By observing whether the vehicle status corresponds to the area where the pedal is located, it can be determined whether the system is faulty. Furthermore, when the rotating mark contacts the sponge pad at the bottom of the braking section during emergency braking, it can both protect the rotating mark and confirm the braking function is triggered through physical contact feedback. Attached Figure Description

[0022] Figure 1 This is a three-dimensional schematic diagram of the overall structure of this utility model;

[0023] Figure 2 This is a three-dimensional schematic diagram of the integrated pedal of this utility model;

[0024] Figure 3 This is a three-dimensional schematic diagram of the installation of the second rotating part and the second connecting rod of this utility model;

[0025] Figure 4 This is a schematic diagram of the rotation angle component of this utility model;

[0026] Figure 5 This is a front view of the overall structure of this utility model;

[0027] Figure 6 This is a schematic diagram of the pedal position sensor control circuit of this utility model;

[0028] Figure 7 This is a schematic diagram of the output characteristics of the pedal position sensor of this utility model;

[0029] Figure 8 This is a schematic diagram showing the connection between the accelerator pedal, the pedal position sensor, and the ECU of this utility model.

[0030] In the diagram: 1. Base; 2. Brake pedal; 201. First connecting rod; 202. First push rod; 203. First hinge; 204. First hinge shaft; 3. Accelerator pedal; 301. Second connecting rod; 302. Second push rod; 303. Second hinge; 304. Second hinge shaft; 305. Pressure ring; 4. First fixing plate; 5. Second fixing plate; 6. First brake cylinder; 7. Second brake cylinder; 8. First rotating part; 9. Second rotating part; 901. Third hinge shaft; 902. Rotation mark; 903. Sponge pad; 904. Acceleration section; 905. Braking section; 10. Pedal position sensor; 11. Free travel section; 1101. Compression spring; 1102. Contact plate. Detailed Implementation

[0031] 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.

[0032] Example 1:

[0033] Please see Figures 1 to 6 This utility model provides a technical solution:

[0034] An integrated accelerator and brake pedal structure, allowing for emergency braking by fully depressing the accelerator pedal in an emergency, includes:

[0035] The base 1 is fixed to the car. The upper end of the base 1 is fixedly connected to a first rotating part 8 and a second rotating part 9. The brake pedal 2 is hinged in the first rotating part 8 through a first connecting rod 201, and the accelerator pedal 3 is hinged in the second rotating part 9 through a second connecting rod 301.

[0036] The second connecting rod 301 is hinged to the second hinge member 303 via the internally provided second hinge shaft 304. The lower end face of the second hinge member 303 is fixedly connected to the second push rod 302. The second push rod 302 passes through the idle stroke section 11 and the second fixed plate 5 and is connected to the second brake cylinder 7. The rear end face of the base 1 is fixedly connected to the pedal position sensor 10 for detecting the pedal rotation angle.

[0037] Specifically, the idle travel section 11 includes a compression spring 1101, which is fixedly connected to the upper end of the second brake cylinder 7. The second brake cylinder 7 is fixedly connected to the lower end face of the second fixed plate 5, and the top of the compression spring 1101 is fixedly connected to the contact plate 1102.

[0038] Specifically, a pressure ring 305 is fixedly connected to the second push rod 302. When the accelerator pedal 3 is pressed down, it causes the second push rod 302 and the pressure ring 305 to descend, squeezing the compression spring 1101 in the idle stroke section 11.

[0039] The brake cylinder is a key component of the automotive braking system. Through its internal piston and other structures, its main function is to use the mechanical force applied by the driver on the brake pedal to push the piston to move inside the cylinder, compressing the brake fluid and generating pressure. This pressure is then converted into hydraulic pressure by the brake fluid and transmitted to the brake calipers of each wheel. This hydraulic pressure pushes the brake pads (or brake shoes) to contact the brake discs (or brake drums), thereby generating friction and achieving vehicle deceleration or stopping.

[0040] In this embodiment, a brake cylinder is also installed below the accelerator pedal 3. From a vertical perspective, the first brake cylinder 6 below the brake pedal 2 is higher than the second brake cylinder 7. The second brake cylinder 7 is provided with a free travel section 11. The upper contact plate 1102 of the free travel section 11 is at the same height as the first brake cylinder 6 and the first fixed plate 4. When the accelerator pedal 3 is pressed, the second push rod 302 drives the pressure ring 305 to descend, which will first squeeze the compression spring 1101 of the free travel section 11. During this process, the movement of the second push rod 302 within the free travel section 11 will not squeeze into the interior of the second brake cylinder 7 due to the buffering and limiting effect of the compression spring 1101. This is equivalent to the second brake cylinder 7 not working, and the vehicle's braking system will not be triggered. The accelerator pedal 3 will normally play an acceleration role, reserving an independent and safe space environment for the acceleration section 904 of the accelerator pedal 3. This is in line with the good driving habit of drivers to accelerate gently in complex urban driving environments. Only when the pedal pressing force exceeds the spring compression limit and crosses the free travel will it enter the braking section 905.

[0041] Specifically, the second rotating part 9 is hinged to the second connecting rod 301 via the third hinge shaft 901. The second rotating part 9 is provided with a rotation angle assembly, which includes a rotation mark 902 fixedly connected to the third hinge shaft 901.

[0042] Specifically, the rotating mark 902 extends into the slot at the front end of the second rotating seat and rotates. The slot is divided into an acceleration section 904 and a braking section 905. A sponge pad 903 is fixedly connected to the bottom of the braking section 905. When the accelerator pedal 3 is pressed down, it drives the third hinge shaft 901 to rotate, causing the rotating mark 902 to rotate in the slot.

[0043] During product testing, the position of the rotating indicator 902 within the slot can be directly observed with the naked eye to accurately determine the state of the accelerator pedal 3. When the rotating indicator 902 is located in the acceleration section 904 area of ​​the slot, it indicates that the accelerator pedal 3 is in the normal acceleration range. If the rotating indicator 902 touches the sponge pad 903 at the bottom of the braking section 905, it visually indicates that the accelerator pedal 3 has entered the emergency braking trigger range. This facilitates quick verification of the correspondence between the pedal angle and the vehicle state during the production and debugging phase, and also provides an intuitive fault diagnosis reference for after-sales maintenance, ensuring that the logical switching between the acceleration section 904 and the braking section 905 is accurate.

[0044] Specifically, when the accelerator pedal 3 is rotated within the acceleration phase 904, the car accelerates; when the rotation angle is in the braking phase 905, the car brakes.

[0045] In this embodiment, as Figure 8 The accelerator pedal 3 is electrically connected to the pedal position sensor 10, enabling real-time and accurate detection of the pedal's rotation angle. The second rotating part 9 is hinged to the second link 301 of the accelerator pedal 3 via a hinge shaft. When the accelerator pedal 3 rotates, the resulting rotation data is transmitted to the pedal position sensor 10 through the linkage between the second link 301 and the hinge shaft, thereby determining whether the car is in an acceleration or braking state. If it is in an acceleration state, the pedal position sensor 10 performs its normal function in existing automobiles. The pedal position sensor 10 converts the detected rotation angle data into an electrical signal, which is sent directly to the ECU (Electronic Control Unit) through the vehicle's onboard network. The ECU, based on a preset program and angle threshold, determines that the car is in an acceleration state and controls the fuel injection system, throttle valve, and other components to work together to achieve vehicle acceleration.

[0046] When driving on city roads, road conditions are complex and ever-changing, requiring a high degree of concentration. Under such circumstances, drivers are prone to tension, significantly increasing the risk of operational errors. Once attention is diverted, it is easy to mistake the accelerator for the brake, especially in sudden emergencies, where drivers may subconsciously floor the accelerator, leading to serious traffic accidents such as rear-end collisions and pedestrian accidents, posing a significant safety threat to the driver and other road users. In this solution, because the accelerator pedal 3 is equipped with a braking section 905, when the accelerator pedal 3 rotates into this area, the second brake cylinder 7 engages. When the accelerator pedal 3 is in operation, it immediately transforms into a brake pedal. As the rotation angle reaches the larger range required for the braking section 905, the brake cylinder will generate high-intensity hydraulic pressure, driving the braking components to quickly apply a large braking force to achieve emergency braking. By setting the acceleration section 904 and the braking section 905 on the accelerator pedal 3, even if the driver accidentally presses the accelerator pedal to its limit due to tension in a sudden situation, once the pedal rotation angle exceeds the acceleration section 904 and enters the braking section 905, the system can quickly convert the misoperation into an emergency braking command, preventing accidents caused by sudden acceleration and improving driving safety and the tolerance for driving errors.

[0047] Example 2:

[0048] Please see Figures 6 to 7 This utility model provides a technical solution that is basically the same as that in Embodiment 1, with slight differences:

[0049] Specifically, the first connecting rod 201 is hinged to a first hinge member 203 via an internally provided first hinge shaft 204, and a first push rod 202 is fixedly connected to the lower end face of the first hinge member 203.

[0050] Specifically, the first push rod 202 passes through the first fixed plate 4 and connects to the first brake cylinder 6, and the first brake cylinder 6 is fixedly connected to the lower end face of the first fixed plate 4.

[0051] Specifically, the first rotating part 8 and the second rotating part 9 at the front end of the base 1 are at the same vertical height, and the first fixing plate 4 is higher than the second fixing plate 5.

[0052] In this embodiment, compared to the existing solutions that remove the independent brake pedal 2 in pursuit of integration, this solution retains the traditional brake pedal 2 and expands the function of the accelerator pedal 3, continuing the driver's long-standing habit of operating the brake on the left and the accelerator on the right. This eliminates the need to change muscle memory and operating instincts, reducing learning costs and the probability of misoperation.

[0053] Specifically, the pedal position sensor 10 is preferably a Hall effect accelerator pedal position sensor 10, which includes two Hall elements, and its control circuit is as follows: Figure 6 Its output characteristics are as follows Figure 7These are commonly used sensors in automobiles. Based on the Hall effect, these sensors are characterized by high precision, high reliability, and long lifespan. They can effectively resist interference from the complex electromagnetic environment of automobiles and stably output pedal position signals.

[0054] In use, the pedal position sensor 10 monitors the angle of the accelerator pedal 3 in real time and works with the ECU to accurately determine the acceleration or braking status. Under normal driving conditions, the driver can control the vehicle acceleration by using the right accelerator pedal 3 as usual, and brake as needed by using the left brake pedal 2. In an emergency, if the driver accidentally presses the accelerator pedal too hard due to nervousness, and the accelerator pedal 3 rotates beyond the acceleration section 904 and enters the braking section 905, the pedal position sensor 10 detects this and transmits a signal to the ECU, triggering the second brake cylinder 7 to generate high-intensity hydraulic pressure to achieve emergency braking.

[0055] All other parts of this utility model not described herein are the same as existing technologies, or are known technologies, or can be implemented using existing technologies, and will not be described in detail here.

[0056] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An accelerator and brake pedal integrated structure, characterized by comprising: include: The base (1) is fixed on the car. The upper end of the base (1) is fixedly connected to a first rotating part (8) and a second rotating part (9). The first rotating part (8) is hinged to a brake pedal (2) through a first connecting rod (201). The second rotating part (9) is hinged to an accelerator pedal (3) through a second connecting rod (301). The second connecting rod (301) is hinged to the second hinge member (303) through the internally provided second hinge shaft (304). The lower end face of the second hinge member (303) is fixedly connected to the second push rod (302). The second push rod (302) passes through the idle stroke section (11) and the second fixed plate (5) and is connected to the second brake cylinder (7). The rear end face of the base (1) is fixedly connected to the pedal position sensor (10) for detecting the pedal rotation angle.

2. The accelerator and brake pedal integrated structure according to claim 1, characterized in that: The idle travel section (11) includes a compression spring (1101), which is fixedly connected to the upper end of the second brake cylinder (7). The second brake cylinder (7) is fixedly connected to the lower end face of the second fixed plate (5), and the top of the compression spring (1101) is fixedly connected to the contact plate (1102).

3. The accelerator and brake pedal integrated structure according to claim 2, characterized in that: A pressure ring (305) is fixedly connected to the second push rod (302). When the accelerator pedal (3) is pressed down, it causes the second push rod (302) and the pressure ring (305) to descend, squeezing the compression spring (1101) in the idle stroke section (11).

4. The integrated accelerator pedal and brake pedal structure according to claim 1, characterized in that: The second rotating part (9) is hinged to the second connecting rod (301) via the third hinge shaft (901). The second rotating part (9) is provided with a rotation angle assembly, which includes a rotation mark (902) fixedly connected to the third hinge shaft (901).

5. The accelerator and brake pedal integrated structure according to claim 4, characterized in that: The rotating mark (902) extends into the slot at the front end of the second rotating seat and rotates. The slot is divided into an acceleration section (904) and a braking section (905). A sponge pad (903) is fixedly connected to the bottom of the braking section (905). When the accelerator pedal (3) is pressed down, it drives the third hinge shaft (901) to rotate, causing the rotating mark (902) to rotate in the slot.

6. The accelerator and brake pedal integrated structure according to claim 5, characterized in that: When the accelerator pedal (3) is rotated in the acceleration phase (904), the car accelerates; when the rotation angle is rotated in the braking phase (905), the car brakes.

7. The accelerator and brake pedal integrated structure according to claim 1, characterized in that: The first connecting rod (201) is hinged to a first hinge member (203) via an internally provided first hinge shaft (204), and a first push rod (202) is fixedly connected to the lower end face of the first hinge member (203).

8. The accelerator and brake pedal integrated structure according to claim 7, characterized in that: The first push rod (202) passes through the first fixed plate (4) and is connected to the first brake cylinder (6), and the first brake cylinder (6) is fixedly connected to the lower end face of the first fixed plate (4).

9. The accelerator and brake pedal integrated structure according to claim 1, characterized in that: The first rotating part (8) and the second rotating part (9) at the front end of the base (1) are at the same vertical height, and the first fixed plate (4) is higher than the second fixed plate (5).

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