Vehicle pedal simulation control device

Abstract

A vehicle pedal simulation control device includes a pedal unit and a resilient unit. The pedal unit includes a first seat body and a pedal body, one end of the first seat body is pivotally connected to one end of the pedal body, the resilient unit is respectively abutted to the other end of the first seat body and the other end of the pedal body, and includes a plurality of elastic bodies and a plurality of limiting bodies, the plurality of limiting bodies are staggered with the plurality of elastic bodies, two limiting bodies adjacent to each other are separably contacted, when the included angle between the first seat body and the pedal body is reduced, the distance between the plurality of limiting bodies is shortened, and the plurality of elastic bodies are compressed, when the plurality of limiting bodies are abutted to each other, the maximum compression allowance of the plurality of elastic bodies can be limited, and the minimum included angle between the first seat body and the pedal body is obtained. Therefore, a more realistic brake feeling can be provided, the pedal angle and depth can be adjusted, and the elastic body can be protected from being damaged.

Description

Technical Field

[0001] This utility model relates to a control device, and more particularly to a vehicle pedal simulation control device that simulates vehicle control. Background Technology

[0002] The development of modern computer games has entered a highly realistic stage, especially in the racing game field. Players can not only experience the thrill of speed and competition through exquisite graphics and physics simulation, but also experience a near-realistic driving feel through a variety of control devices. In addition to basic interfaces such as the mouse and keyboard, various combinations of joysticks, steering wheels and pedals are also available on the market, allowing players to become more immersed in the world of virtual tracks.

[0003] Most commercially available brake pedal systems currently use metal springs as the primary feedback mechanism. Metal springs provide a certain degree of resistance and rebound force, simulating the feel of braking, but their feedback characteristics differ significantly from the hydraulic braking systems used in real vehicles. Hydraulic systems generate progressive resistance when force is applied and provide feedback to the driver through hydraulic pressure, allowing them to precisely control braking force and thus control vehicle speed and stability. Metal springs, on the other hand, typically exhibit linear rebound, lacking the subtle variations and realism of hydraulic systems, making it impossible for players to obtain a near-realistic braking experience in games.

[0004] To overcome the limitations of metal springs, some manufacturers have begun experimenting with elastomer materials, such as elastic plastics, to simulate feedback closer to that of hydraulic systems. Elastomers are typically solid structures that store elastic force and provide a rebound when compressed. However, the physical properties of elastic plastics also have limitations. Excessive force can cause internal cracks, compromising their structural stability. Once damaged, the elastomer will be unable to maintain a stable rebound force, affecting handling accuracy and lifespan. This means that while elastomers hold potential, further improvements are needed in terms of durability and safety.

[0005] Besides the issues with the feedback mechanism, current brake pedal designs also suffer from ergonomic shortcomings. Most systems lack adjustments for the initial pedal angle and pressure depth, preventing users from tailoring the pedal angle and travel to their body shape, seat height, or driving habits. Prolonged use of ergonomically designed pedals can lead to foot fatigue, poor posture, and even negatively impact gameplay performance and immersion.

[0006] As can be seen from the above description, the current brake pedal control device has the following disadvantages: 1. The braking feedback is not realistic: Current brake pedal mechanisms mostly use metal springs to simulate braking force, but their linear rebound characteristics cannot reproduce the progressive resistance and subtle pressure feedback of real vehicle hydraulic brakes. This makes it difficult for players to accurately control braking force in games, reducing the realism and immersive experience of the controls, especially when simulating high-level racing cars or competitive driving.

[0007] II. Elastomers are easily damaged and unstable: Some devices use elastic plastic as the feedback material, which can provide a more hydraulic feel. However, the elastomer is a solid structure, and excessive compression can easily cause cracks, leading to structural damage and unstable elasticity. Under long-term use or high-intensity operation, this type of material may not be able to maintain stable performance, affecting the accuracy of operation and the durability of the device.

[0008] 3. Lack of angle and travel adjustment functions: Currently, most brake pedal systems do not offer adjustments for initial angle and depressurization depth, preventing players from adjusting their driving posture to suit their body shape, seat height, or habits. Prolonged use of an ergonomically unfriendly design can easily lead to leg fatigue and poor posture, consequently affecting game performance and the overall control experience. Utility Model Content

[0009] In view of this, the purpose of this utility model includes providing a more realistic braking feel, and with the adjustable pedal angle and depth design, it can also protect the elastic element from damage, so as to truly achieve the fusion of virtual and real driving experience. To achieve at least some of the above objectives, this utility model provides a vehicle pedal simulation control device, which includes a pedal unit and an elastic unit.

[0010] The pedal unit includes a first seat and a pedal body, one end of the first seat being pivotally connected to one end of the pedal body.

[0011] The elastic unit abuts against the other end of the first seat and the other end of the pedal body, and includes multiple elastic bodies and multiple limiting bodies connected to the multiple elastic bodies. The multiple limiting bodies and the multiple elastic bodies are staggered, and two adjacent limiting bodies can be in contact separately. When the angle between the first seat and the pedal body decreases, the distance between the multiple limiting bodies is shortened, and the multiple elastic bodies are compressed. When the multiple limiting bodies abut against each other, the maximum compression margin of the multiple elastic bodies can be limited, and the first seat and the pedal body have a minimum angle.

[0012] In one embodiment, the plurality of elastomers are each structured as an elastic block.

[0013] In one embodiment, each limiting body has a limiting seat assembly disposed between the first seat body and the pedal body, an adjustment stop assembly disposed on the limiting seat assembly, and a limiting adjustment assembly movably disposed on the limiting seat assembly. In two adjacent limiting bodies, the adjustment stop assembly of one limiting body provides a detachable abutment to the limiting adjustment assembly of the other limiting body, for adjusting the compression allowance of the elastic body between the two adjacent limiting bodies.

[0014] In one embodiment, the elastic unit further includes a limiting stop fixed to the first base. Among the plurality of limiting bodies and elastic bodies arranged alternately, the elastic body located on one side is connected to the limiting stop. In the limiting body closest to the limiting stop, the limiting adjustment component can detachably abut against the limiting stop to adjust the compression allowance of the elastic body connected to the limiting stop.

[0015] In one embodiment, the elastic unit further includes a limiting fixing body fixed to the pedal body, and among the plurality of limiting bodies and elastic bodies arranged alternately, the limiting body located on one side is fixed to the limiting fixing body.

[0016] In one embodiment, the plurality of limiting seat assemblies are structured as a cover, the plurality of elastic bodies are respectively disposed inside the plurality of limiting seat assemblies, the side edges of the plurality of elastic bodies are spaced apart from the side edges of the plurality of limiting seat assemblies, the plurality of limiting adjustment assemblies are respectively screwed onto the outside of the plurality of limiting seat assemblies, and the plurality of adjustment stop assemblies are respectively blocks protruding from the side of the plurality of limiting seat assemblies.

[0017] In one embodiment, the elastic unit further includes a first connecting body that abuts against the first seat, a second connecting body that abuts against the pedal body, and a central column disposed on the second connecting body. The plurality of elastic bodies and the plurality of limiting bodies are disposed on the central column and located between the first connecting body and the second connecting body.

[0018] In one embodiment, the elastic unit further includes a cylindrical through hole disposed in the first connecting body, through which the central column passes. When the angle between the first seat and the pedal body changes, the central column will move in the cylindrical through hole.

[0019] In one embodiment, the vehicle pedal simulation control device further includes a detection unit, which includes a detection module disposed on the first connector, the detection module detecting the pressure exerted by the pedal body on the first connector.

[0020] In one embodiment, the pedal unit further includes a second seat pivotally connected to the first seat, and an angle adjustment structure disposed on the second seat, the angle adjustment structure being used to set the angle between the first seat and the second seat.

[0021] Based on common knowledge in the field, the above-mentioned preferred conditions can be combined arbitrarily to obtain various embodiments of this utility model. Specifically, the features of the claims of this utility model can be combined with each other in any way.

[0022] The beneficial effects of this utility model are that the multiple limiting bodies can stop each other, which can limit the maximum compression margin of the multiple elastic bodies and prevent the multiple elastic bodies from being over-compressed and damaged. The limiting adjustment component can adjust the distance with the adjusting stop component of another limiting body to set the pedal depth. The angle adjustment structure provides for adjusting the angle between the first seat and the second seat to adjust the initial angle of the pedal body. Attached Figure Description

[0023] Figure 1 This is a perspective view of an embodiment of the vehicle pedal simulation control device of this utility model; Figure 2 This is a side view of the embodiment; Figure 3 This is a three-dimensional schematic diagram of an elastic unit in this embodiment; Figure 4 This is a partial exploded perspective view of the elastic unit in this embodiment; Figure 5 This is a cross-sectional schematic diagram of the normal state of the elastic unit in this embodiment; Figure 6 This is a partial three-dimensional schematic diagram of the elastic unit in this embodiment; Figure 7 This is a cross-sectional schematic diagram of the compressed state of the elastic element in this embodiment; and Figure 8 This is a cross-sectional schematic diagram of the restricted compression state of the elastic unit in this embodiment.

[0024] Explanation of markings in the diagram: 3: Pedal unit; 31: The first seat; 32: Pedal body; 33: Second seat body; 34: Angle adjustment structure; 4: Elastic unit; 41: Elastomer; 42: Limiting body; 421: Limiting seat assembly; 422: Adjust the stop assembly; 423: Limit adjustment component; 43: Limiting stop body; 44: Limiting and fixing body; 45: First connector; 46: Second connector; 47: Central column; 48: Through hole in the column; 5: Detection unit; 51: Detection module. Detailed Implementation

[0025] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments are not intended to limit the present invention.

[0026] Please see Figure 1 , Figure 2 , Figure 3 This is an embodiment of a vehicle pedal simulation control device according to the present invention. The vehicle pedal simulation control device includes a pedal unit 3, an elastic unit 4, and a detection unit 5.

[0027] The pedal unit 3 includes a first seat 31, a pedal body 32, a second seat 33 pivotally connected to the first seat 31, and an angle adjustment structure 34 disposed on the second seat 33. One end of the first seat 31 is pivotally connected to one end of the pedal body 32, and the angle adjustment structure 34 is used to set the angle between the first seat 31 and the second seat 33.

[0028] In this embodiment, the second seat 33 is a base, the first seat 31 can rotate relative to the second seat 33, and the angle adjustment structure 34 protrudes upward from the second seat 33 to fix the angle of the first seat 31 relative to the second seat 33. In actual implementation, the first seat 31 can also be a base without the second seat 33, and this should not be a limitation.

[0029] The pedal body 32 is provided for the user to step on in order to simulate the operation of a brake. The pedal body 32 is fixed by the elastic unit 4 and the first seat 31. The pedal body 32 can be adjusted in angle by the first seat 31. In other words, the angle adjustment structure 34 can provide the user with the ability to adjust the initial angle of the pedal body 32.

[0030] See also Figure 4 , Figure 5 , Figure 6The left and right ends of the elastic unit 4 respectively abut against the other end of the first seat 31 and the other end of the pedal body 32. The pedal body 32 has a rocker arm and a pedal disposed on the rocker arm. The bottom end of the rocker arm of the pedal body 32 is pivotally connected to the first seat 31, and the top end of the rocker arm of the pedal body 32 is pivotally connected to the elastic unit 4. The left and right ends of the first seat 31 are pivotally connected to the elastic unit 4 and the pedal body 32 respectively.

[0031] The elastic unit 4 includes a plurality of elastic bodies 41, a plurality of limiting bodies 42 respectively connected to the plurality of elastic bodies 41, a limiting stop body 43 fixed to the pedal unit 3, a limiting fixing body 44 fixed to the pedal unit 3, a first connecting body 45 abutting against the first seat 31, a second connecting body 46 abutting against the pedal body 32, a central column 47 disposed on the second connecting body 46, and a column through hole 48 disposed on the first connecting body 45.

[0032] The detection unit 5 includes a detection module 51 disposed on the first connector 45, which detects the pressure exerted by the pedal body 32 on the first connector 45.

[0033] The multiple elastic bodies 41 are structured as elastic blocks, mostly made of high molecular elastic materials (such as rubber, polyurethane, silicone, etc.), which have high elastic deformation capacity and can return to their original shape after deformation. In addition to elastic recovery, they also have internal friction characteristics, which can effectively absorb and dissipate energy, that is, they have damping characteristics and are not easy to generate elastic vibration. Compared with metal springs, these elastic blocks are often used for shock absorption, buffering, and collision protection. This utility model utilizes this characteristic to simulate the hydraulic pressure sensation when a car brakes.

[0034] The plurality of elastic bodies 41 and the plurality of limiting bodies 42 are disposed on the central column 47 and located between the first connecting body 45 and the second connecting body 46. The central column 47 passes through the column through hole 48. When the angle between the first seat body 31 and the pedal body 32 changes, the central column 47 will move in the column through hole 48.

[0035] In this embodiment, the first connecting body 45 is a cover body, which is pivotally connected to the first seat body 31 on both sides. The column through hole 48 is a through hole provided in the first connecting body 45. The second connecting body 46 is pivotally connected to the pedal body 32. The central column 47 connecting the second connecting body 46 passes through the plurality of elastic bodies 41, the plurality of limiting bodies 42, and the column through hole 48.

[0036] The detection module 51 is fixed in the first connecting body 45, the limiting stop 43 is fixed on the detection module 51, and the limiting fixation body 44 is fixed on the central column 47. The plurality of elastic bodies 41 and the plurality of limiting bodies 42 are arranged alternately, and two adjacent limiting bodies 42 can be in detachable contact. Among the plurality of elastic bodies 41 and the plurality of limiting bodies 42 arranged alternately, the elastic body 41 on one side is fixed on the limiting stop 43, and the limiting body 42 on the other side is fixed on the limiting fixation body 44. In actual implementation, the plurality of elastic bodies 41 and the plurality of limiting bodies 42 of the elastic unit 4 can also use other structural arrangements, and should not be limited to this.

[0037] In this embodiment, the number of the plurality of elastic bodies 41 and the plurality of limiting bodies 42 is four sets. In actual implementation, other numbers of the plurality of elastic bodies 41 and the plurality of limiting bodies 42 may also be used, and should not be limited to this.

[0038] When the pedal body 32 is pressed down, the angle between the first seat 31 and the pedal body 32 decreases, and the distance between the first connector 45 and the second connector 46 decreases. At this time, the multiple elastic bodies 41 are compressed and accumulate elastic force, and the central column 47 extends into and out of the column through hole 48. When the force of pressing down on the pedal body 32 is released, the multiple elastic bodies 41 release their elastic force, so that the angle between the first seat 31 and the pedal body 32 returns to its original angle, and the distance between the first connector 45 and the second connector 46 returns to its original distance.

[0039] The first connector 45 is not connected to the limiting stop 43. The detection module 51 is connected to the first connector 45 and the limiting stop 43 respectively. When the user presses down on the pedal body 32 and causes the multiple elastic bodies 41 to be compressed, the elastic force of the multiple elastic bodies 41 will act on the detection module 51 through the limiting stop 43. The detection module 51 is a pressure sensor that can detect the force of the multiple elastic bodies 41 being compressed, thereby detecting the force of the user pressing down on the pedal body 32. The data detected by the detection module 51 can be provided by the computer as a basis for braking control when executing the simulated car program.

[0040] Please see Figure 2 , Figure 5 , Figure 7 The plurality of limiting bodies 42 are in separable contact with each other. When the angle between the first seat 31 and the pedal body 32 decreases, the distance between the plurality of limiting bodies 42 is shortened and the plurality of elastic bodies 41 are compressed. When the plurality of limiting bodies 42 abut against each other, the maximum compression margin of the plurality of elastic bodies 41 can be limited, and the first seat 31 and the pedal body 32 have a minimum angle.

[0041] Figure 2 , Figure 5 When the user does not press down on the pedal body 32, the elastic unit 4 is in normal condition. The multiple elastic bodies 41 do not accumulate elastic force, so that the angle between the pedal body 32 and the first seat 31 is fixed. The multiple limiting bodies 42 are spaced apart from each other so that the multiple elastic bodies 41 have space to be compressed.

[0042] Figure 7 When the user presses down on the pedal body 32, the elastic unit 4 is in a compressed state. The multiple elastic bodies 41 deform and accumulate elastic force, reducing the angle between the pedal body 32 and the first seat 31. At this time, the multiple limiting bodies 42 approach and contact each other. When the multiple limiting bodies 42 contact each other, the angle between the pedal body 32 and the first seat 31 can no longer be reduced, and the multiple elastic bodies 41 can no longer be compressed. This achieves the purpose of limiting the maximum compression margin of the multiple elastic bodies 41, and can prevent the multiple elastic bodies 41 from being over-compressed and damaged.

[0043] For example, each elastic body 41 has a length of 3mm, and the spacing between the plurality of limiting bodies 42 is 1.2mm. When the plurality of limiting bodies 42 come into contact with each other, the length of each elastic body 41 is compressed to 1.8mm, and the plurality of elastic bodies 41 can no longer be compressed. Therefore, the plurality of limiting bodies 42 can limit the maximum compression margin of the plurality of elastic bodies 41 to 1.2mm. Depending on the depth of the user's step, the length of each elastic body 41 that can be compressed is 0mm to 1.2mm. In actual implementation, the structure of the elastic body 41 and the spacing between the plurality of limiting bodies 42 can also use other lengths and should not be limited to this.

[0044] Please see Figure 5 , Figure 8 Each limiting body 42 has a limiting seat assembly 421 fixed between the first seat 31 and the pedal body 32 of the pedal unit 3, an adjustment stop assembly 422 disposed on the limiting seat assembly 421, and a limiting adjustment assembly 423 movably disposed on the limiting seat assembly 421. Among the two adjacent limiting bodies 42, the adjustment stop assembly 422 of one limiting body 42 provides separable contact with the limiting adjustment assembly 423 of the other limiting body 42. In addition, since the limiting adjustment assembly 423 is movably disposed on the limiting seat assembly 421, the compression allowance of the elastic body 41 between the two adjacent limiting bodies 42 can be adjusted.

[0045] See also Figure 7The plurality of limiting seat assemblies 421 have a cover structure, and the plurality of elastic bodies 41 are respectively disposed inside the plurality of limiting seat assemblies 421. The side edges of the plurality of elastic bodies 41 are spaced apart from the side edges of the plurality of limiting seat assemblies 421. When the plurality of elastic bodies 41 are compressed, they will expand laterally. The internal space of the plurality of limiting seat assemblies 421 can accommodate the compressed elastic bodies 41 and provide protection for the plurality of elastic bodies 41 to avoid damage from external impacts. In actual implementation, the plurality of limiting seat assemblies 421 may not use a cover structure, and this should not be a limitation. When the plurality of limiting bodies 42 are in contact with each other, the plurality of elastic bodies 41 are in a fully compressed state. The plurality of limiting bodies 42 in contact with each other can effectively limit the plurality of elastic bodies 41 from being further compressed, thereby achieving the purpose of protecting the plurality of elastic bodies 41.

[0046] The plurality of limit adjustment components 423 are circular frame structures and are screwed onto the outer side of the plurality of limit seat components 421 respectively. Rotating the plurality of limit adjustment components 423 can adjust their position relative to the plurality of limit seat components 421. The plurality of adjustment stop components 422 are blocks protruding from the sides of the plurality of limit seat components 421. The adjustment stop component 422 of one limit body 42 provides a detachable abutment to the limit adjustment component 423 of another limit body 42 to adjust the compression allowance of one of the elastic bodies 41. The limit stop component 43 provides a detachable abutment to the limit adjustment component 423 of one of the limit bodies 42 to adjust the compression allowance of one of the elastic bodies 41. In other words, the plurality of limit adjustment components 423 can adjust the spacing of the plurality of limit bodies 42, further reducing the compression stroke of the plurality of elastic bodies 41 to avoid over-compression.

[0047] The limit adjustment component 423 is screwed onto the limit seat component 421 and can adjust the distance between itself and the adjustment stop component 422 of another limit body 42. In this embodiment, the limit adjustment component 423 can adjust the distance between itself and the adjustment stop component 422 of another limit body 42 to 0mm to 1.2mm. The four sets of limit bodies 42 cooperate with each other to adjust the overall compression margin of the vehicle pedal simulation control device to 0mm to 4.8mm, while the maximum compression margin of the vehicle pedal simulation control device is 4.8mm.

[0048] like Figure 5As shown, in the two adjacent and vertically arranged limiting bodies 42, the limiting adjustment component 423 located on the upper limiting body 42 is adjusted to the position furthest away from the adjusting stop component 422 located on the lower limiting body 42, and the distance between them is 1.2mm, thereby limiting the compression allowance of the elastic body 41 between the two adjacent limiting bodies 42 to 1.2mm. Additionally, the limiting adjustment component 423 located on the bottommost limiting body 42 is adjusted to the position furthest away from the limiting stop 43, and the distance between them is 1.2mm, thereby limiting the compression allowance of the elastic body 41 between the bottommost limiting body 42 and the limiting stop 43 to 1.2mm.

[0049] like Figure 8 As shown, in the two adjacent and vertically arranged limiting bodies 42, the limiting adjustment component 423 located on the upper limiting body 42 is adjusted to contact the adjusting stop component 422 located on the lower limiting body 42, resulting in a distance of 0mm between them. This limits the compression allowance of the elastic body 41 between the two adjacent limiting bodies 42 to 0mm. Furthermore, the limiting adjustment component 423 located on the bottommost limiting body 42 is adjusted to contact the limiting stop 43, resulting in a distance of 0mm between them. This also limits the compression allowance of the elastic body 41 between the bottommost limiting body 42 and the limiting stop 43 to 0mm.

[0050] In actual implementation, the adjustable distance between the limit adjustment component 423 and the adjustment stop component 422 of the other limit body 42 can also be designed to be other distances, and should not be limited to this.

[0051] The plurality of limiting bodies 42 are used to mechanically fine-tune the compression stroke of the plurality of elastic bodies 41. The greater the compressible stroke of the plurality of elastic bodies 41, the smaller the elastic force generated.

[0052] It's worth noting that, to more realistically simulate the feel of car braking, the vehicle pedal simulation control device uses an elastomer 41 made of plastic material instead of a coil spring in its elastic unit 4. Metal coil springs follow Hooke's law, meaning that within their elastic range, force and displacement are linearly related. In contrast, the plastic elastomer 41 typically exhibits a non-linear relationship between force and displacement. Initially, it's soft under compression, with large displacement but small force. As compression increases, the molecular chains are gradually straightened, causing a sharp increase in reaction force. Upon release, the material's recovery is delayed. In other words, a metal coil spring is like a "hard and stable elastic device," returning proportionally to the amount compressed, while the plastic elastomer 41 is like "soft and sticky rubber," initially easy to compress but becoming harder with increasing pressure, and its rebound is slower.

[0053] Although the elastomer 41 made of plastic material can realistically simulate the feeling of car braking, when using the elastomer 41, it is necessary to limit the compression to not exceed the point of break (POB) of the material itself. In this embodiment, when the opening between the three sets of limiting bodies 42 is closed, the maximum compression margin limited by the remaining limiting bodies 42 to the elastomer 41 becomes particularly important. This is because the force of the user's pedaling is applied to the elastomer 41. Without the limitation of the limiting bodies 42, irreversible damage will occur when the compression stroke of the elastomer 41 exceeds the break point.

[0054] As can be seen from the above description, the vehicle pedal simulation control device of this utility model does indeed have the following effects: I. Provides a realistic braking experience: The elastic unit 4 contains an elastomer 41 made of plastic material. It is easy to press down initially, and the deeper you press, the harder it becomes. When you release the force of the pedaling, the elastic body 41 will rebound more slowly and not instantly. This allows the user to experience the feeling of pedaling a car when using a computer to simulate a car braking program.

[0055] II. Effectively extends service life: The plurality of limiting bodies 42 are spaced apart from each other and have a fixed distance, which are used to limit the maximum compression margin of the plurality of elastic bodies 41 respectively, prevent the plurality of elastic bodies 41 from approaching or entering the fracture point when compressed, prevent the elastic bodies 41 from completely losing their load-bearing capacity, and extend the service life of the vehicle pedal simulation control device.

[0056] III. Provide users with the best possible user experience: The first seat 31 is pivotally connected to the second seat 33. The angle adjustment structure 34 can fix the angle of the first seat 31 relative to the second seat 33, thereby adjusting the initial angle of the pedal body 32. The plurality of limit adjustment components 423 are movably disposed on the limit seat assembly 421, thereby adjusting the distance between the plurality of limit bodies 42, and adjusting the depth of the pedal body 32 to provide the user with the best operating feel.

[0057] In summary, the structure of the plurality of limiting seat assemblies 421 is a cover. When the plurality of elastic bodies 41 are compressed, the internal space of the plurality of limiting seat assemblies 421 can accommodate the compressed elastic bodies 41 to protect them from damage caused by external impacts. The plurality of limiting bodies 42 are spaced apart from each other and have a fixed distance to limit the maximum compression allowance of the plurality of elastic bodies 41, preventing them from approaching or entering the fracture point when compressed, thus effectively preventing damage to the plurality of elastic bodies 41. The plurality of limiting adjustment assemblies 423 are movably disposed on the limiting seat assembly 421, thereby adjusting the distance between the plurality of limiting bodies 42 and adjusting the depth of the pedal body 32 to provide the user with the best operating feel. Therefore, the purpose of this utility model can indeed be achieved.

[0058] The above-described embodiments are merely preferred embodiments provided to fully illustrate the present utility model, and the protection scope of the present utility model is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present utility model, or reasonable combinations of features and solutions from various embodiments, are all within the protection scope of the present utility model.

Claims

1. A vehicle pedal simulation control device, characterized in that, Include: A pedal unit includes a first seat and a pedal body, wherein one end of the first seat is pivotally connected to one end of the pedal body; and An elastic unit abuts against the other end of the first seat and the other end of the pedal body, and includes multiple elastic bodies and multiple limiting bodies connected to the multiple elastic bodies. The multiple limiting bodies and the multiple elastic bodies are staggered, and two adjacent limiting bodies can be contacted separately. When the angle between the first seat and the pedal body decreases, the distance between the multiple limiting bodies is shortened, and the multiple elastic bodies are compressed. When the multiple limiting bodies abut against each other, the maximum compression margin of the multiple elastic bodies can be limited, and the first seat and the pedal body have a minimum angle.

2. The vehicle pedal simulation control device as described in claim 1, characterized in that, The structures of the plurality of elastomers are elastic blocks.

3. The vehicle pedal simulation control device as described in claim 1, characterized in that, Each limiting body has a limiting seat assembly disposed between the first seat body and the pedal body, an adjusting stop assembly disposed on the limiting seat assembly, and a limiting adjustment assembly movably disposed on the limiting seat assembly. In two adjacent limiting bodies, the adjusting stop assembly of one limiting body provides a separable abutment to the limiting adjustment assembly of the other limiting body, for adjusting the compression allowance of the elastic body between the two adjacent limiting bodies.

4. The vehicle pedal simulation control device as described in claim 3, characterized in that, The elastic unit further includes a limiting stop fixed to the first seat. Among the multiple limiting bodies and multiple elastic bodies arranged alternately, the elastic body located on one side is connected to the limiting stop. In the limiting body closest to the limiting stop, the limiting adjustment component can detachably abut against the limiting stop to adjust the compression allowance of the elastic body connected to the limiting stop.

5. The vehicle pedal simulation control device as described in claim 3, characterized in that, The elastic unit further includes a limiting and fixing body fixed to the pedal body. Among the multiple limiting bodies and multiple elastic bodies that are arranged alternately, the limiting body located on one side is fixed to the limiting and fixing body.

6. The vehicle pedal simulation control device as described in claim 3, characterized in that, The structure of the plurality of limiting seat assemblies is a cover, the plurality of elastic bodies are respectively disposed inside the plurality of limiting seat assemblies, the side edges of the plurality of elastic bodies are spaced apart from the side edges of the plurality of limiting seat assemblies, the plurality of limiting adjustment assemblies are respectively screwed on the outside of the plurality of limiting seat assemblies, and the plurality of adjustment stop assemblies are respectively blocks protruding from the side of the plurality of limiting seat assemblies.

7. The vehicle pedal simulation control device as described in claim 1, characterized in that, The elastic unit further includes a first connecting body that abuts against the first seat body, a second connecting body that abuts against the pedal body, and a central column disposed on the second connecting body. The plurality of elastic bodies and the plurality of limiting bodies are disposed on the central column and are located between the first connecting body and the second connecting body.

8. The vehicle pedal simulation control device as described in claim 7, characterized in that, The elastic unit further includes a cylindrical through hole disposed in the first connecting body, through which the central column passes. When the angle between the first seat and the pedal body changes, the central column will move in the cylindrical through hole.

9. The vehicle pedal simulation control device as described in claim 7, characterized in that, It further includes a detection unit, the detection unit comprising a detection module disposed on the first connecting body, the detection module detecting the pressure exerted by the pedal body on the first connecting body.

10. The vehicle pedal simulation control device as described in claim 1, characterized in that, The pedal unit further includes a second seat pivotally connected to the first seat, and an angle adjustment structure disposed on the second seat, the angle adjustment structure being used to set the angle between the first seat and the second seat.

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