Brake pedal device for control of vehicle kinetic energy recovery

Abstract

The utility model discloses a kind of brake pedal devices for automobile kinetic energy recovery control, and the device includes brake pedal arm, fixed support and brake pedal state sensor.Brake pedal arm is rotatably installed on fixed support by pedal pivot;Brake pedal state sensor is installed on fixed support, for detecting the rotation stroke of brake pedal arm relative to fixed support, and be configured as when brake pedal arm reaches different stroke position, output different electric signal to VCU control energy recovery's strength and weakness.Brake pedal state sensor can adopt Hall sensor component to realize stepless regulation, or adopt multiple mechanical switch to realize multistage regulation.The device compact structure, by providing accurate pedal stroke signal and passing signal to VCU, for intelligent kinetic energy recovery control system provides reliable hardware foundation, realizes the accurate matching of braking intention and energy recovery, effectively improves energy utilization efficiency.

Description

Technical Field

[0001] This utility model relates to the technology in the field of new energy vehicles, and in particular to a brake pedal device for kinetic energy recovery control of automobiles. Background Technology

[0002] In existing technologies, the kinetic energy recovery systems of new energy vehicles are generally strongly correlated with the accelerator pedal state. This "recovery upon pedal release" mode unnecessarily interrupts the vehicle's coasting under smooth road conditions, leading to a decrease in overall energy efficiency and increasing frequent battery charging and discharging. Frequent kinetic energy recovery means the battery is frequently charging at low power, generating continuous heat. Although the heat generated per instance is small, the battery temperature rises significantly under conditions of sustained high-power recovery, such as aggressive driving or long downhill driving. At this point, the Battery Thermal Management System (BTMS) needs to work harder (activating the liquid cooling system) to cool the battery, which consumes some electricity. More importantly, the brake pedal in existing vehicles has a single function; its travel information is usually only used to trigger the brake lights and control the hydraulic braking system, and has not been deeply developed for refined energy management. Even some high-end models attempt to integrate adjustment functions into the brake pedal, but these often use external, independent electronic switches or sensors, resulting in complex structures, high costs, and poor integration with the original vehicle braking system, failing to fundamentally unify "braking intention" and "efficient energy recovery" at the physical structure level.

[0003] Therefore, the market urgently needs a new type of brake pedal device that is compact, cost-controllable, and can be seamlessly integrated into existing vehicle platforms to provide a precise and reliable hardware foundation for intelligent kinetic energy recovery control. Utility Model Content

[0004] In view of this, the present invention addresses the deficiencies of the existing technology, and its main objective is to provide a brake pedal device for automotive kinetic energy recovery control. By structurally improving the existing brake pedal assembly of mass-produced vehicles and integrating a high-precision, long-life brake pedal status sensor, it can accurately and in real-time provide feedback on different pedal travel positions, providing a solid and accurate physical signal foundation for the upper-level controller to execute innovative kinetic energy recovery strategies.

[0005] To achieve the above objectives, the present invention adopts the following technical embodiments: A brake pedal device for automotive kinetic energy recovery control, comprising: Fixed bracket, fixed to the vehicle body; The brake pedal arm is rotatably mounted on a fixed bracket via a pedal pivot. A brake pedal status sensor, mounted on the fixed bracket, is used to detect the rotational travel of the brake pedal arm relative to the fixed bracket. The brake pedal state sensor is configured to output different electrical signals to the vehicle's VCU when the brake pedal arm reaches different travel positions, thereby controlling the intensity of kinetic energy recovery.

[0006] As a preferred embodiment: the brake pedal status sensor is a Hall sensor assembly, including a Hall element fixed on the fixed bracket and a magnet mounted on the brake pedal arm or moving with the brake pedal arm and corresponding to the Hall element.

[0007] As a preferred embodiment: the brake pedal status sensor includes a first mechanical switch and a second mechanical switch; The first mechanical switch is configured to be triggered when the brake pedal arm reaches a first preset travel position; The second mechanical switch is configured to be triggered when the brake pedal arm reaches a second preset travel position, the second preset travel being greater than the first preset travel.

[0008] As a preferred embodiment, it further includes a third mechanical switch, which is configured to be triggered when the brake pedal arm reaches a third preset travel position, wherein the second preset travel is between the first preset travel and the third preset travel.

[0009] As a preferred embodiment: the first mechanical switch and the vehicle brake light switch share the same switch.

[0010] As a preferred embodiment: the first mechanical switch, the second mechanical switch and / or the third mechanical switch are micro switches, which are fixed vertically at intervals on the fixed bracket, and their trigger buttons are located on the movement path of the brake pedal arm.

[0011] As a preferred embodiment, the linear distance between the trigger buttons of the first mechanical switch and the second mechanical switch is 2-3 mm.

[0012] As a preferred embodiment: the first preset travel is set to 5%-15% of the total brake pedal travel, the second preset travel is set to 30%-50% of the total brake pedal travel, and the third preset travel is set to 60%-80% of the total brake pedal travel.

[0013] In a preferred embodiment: the brake pedal status sensor includes a housing, a gear, a rack, a first spring, a trigger rod, a turntable, a Hall sensor, a magnetic strip, and a brake light trigger switch, all mounted within the housing. The gear is fixedly connected to the turntable, and the Hall sensor is mounted within the housing, near the edge of the turntable. The magnetic strip is distributed along the edge of the turntable, with its magnetic strength gradually increasing from weak to strong along the edge. The outer surface of the magnetic strip faces the Hall sensor as the turntable rotates. The first spring is laterally positioned within the housing, and the trigger rod abuts against the end of the first spring, with its front end extending outside the housing and detachably abutting against the brake pedal arm. The rack is connected to the rear end of the trigger rod. The brake light trigger switch includes a trigger button and a second spring. The second spring is mounted on the lower inner side of the housing, and the rear end of the trigger button abuts against the second spring. The front end of the trigger button extends outside the housing. When the brake is not applied, the trigger button elastically abuts against the brake pedal arm, and the length of the trigger button extending out of the housing is shorter than the length of the trigger rod extending out of the housing.

[0014] As a preferred embodiment: the Hall element can be slidably mounted on the inner wall of the fixed bracket along with the brake pedal, while the magnet is fixed on the fixed bracket, and its magnetic strength changes from weak to strong along the sliding start position of the Hall element to the end position; when the brake pedal is pressed, the brake pedal arm rotates and pushes the Hall element to slide along the transverse groove, changing the relative position and air gap between the magnet and the Hall element.

[0015] Compared with existing technologies, this invention has significant advantages and beneficial effects. Specifically, as can be seen from the above technical embodiments, firstly, the use of a non-contact Hall sensor completely avoids mechanical wear, resulting in a long lifespan, high reliability, and the ability to output continuous signals for smooth stepless control, thus improving the overall vehicle quality and user experience. Secondly, the provided multiple mechanical switch alternative embodiments are simple in structure, low in cost, and easy to implement and promote in production; in particular, the design of using the original brake light switch as the first-level trigger switch greatly simplifies the structure and wiring, reducing modification costs and complexity. Finally, through precise mechanical design (such as setting a 2-3 mm switch spacing or corresponding stroke percentage), the accuracy of triggering each level of function and clear foot feedback are ensured, guaranteeing that the control strategy can be executed stably and consistently.

[0016] To more clearly illustrate the structural features and effects of this utility model, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating the overall system architecture of this utility model. Figure 2 This is the main control flowchart of this utility model; Figure 3This is a schematic diagram of the control process of the brake pedal device based on a mechanical switch according to this utility model; Figure 4 This is a schematic diagram of the brake pedal device based on a mechanical switch according to the present invention. Figure 5 This is a schematic diagram of the brake pedal device based on a mechanical switch according to the present invention. Figure 6 This is a schematic diagram of the control flow of the brake pedal device based on a Hall sensor according to this utility model; Figure 7 This is a schematic diagram of the brake pedal device based on a Hall sensor according to this utility model; Figure 8 This is a schematic diagram of the brake pedal device based on a Hall sensor according to this utility model. Figure 9 This is a flowchart of the multi-stage adjustment control based on a mechanical switch according to this utility model; Figure 10 This is a flowchart of the stepless adjustment control based on a Hall sensor according to this utility model; Figure 11 This is a flowchart of the system coordination and control of this utility model; Figure 12 This is a flowchart illustrating the energy management optimization process of this utility model; Figure 13 This is a first-view three-dimensional structural diagram of the second type of brake pedal device based on a Hall sensor according to this utility model. Figure 14 This is a second-view three-dimensional structural diagram of the second type of brake pedal device based on a Hall sensor according to this utility model. Figure 15 This is a third-view three-dimensional structural diagram of the second type of brake pedal device based on a Hall sensor according to this utility model. Figure 16 This is a schematic diagram illustrating the operating principle of the second type of brake pedal device based on a Hall sensor according to this utility model when the brake is not pressed. Figure 17 This is a schematic diagram illustrating the braking principle of the second type of brake pedal device based on a Hall sensor according to this utility model. Figure 18 This is a schematic diagram illustrating the change in Hall sensor intensity of the second type of brake pedal device based on a Hall sensor according to this utility model.

[0018] Explanation of reference numerals in the attached diagram: 1. Pedal status sensor; 11. Accelerator pedal position sensor; 12. Brake pedal status sensor; 121. Hall element; 122. Magnet; 13. Mechanical switch; 131. First mechanical switch; 132. Second mechanical switch; 133. Third mechanical switch; 134. Fixing bracket; 135. Trigger plate; 136. Lateral slide; 14. Brake pedal; 15. Brake pedal arm; 2. Controller (VCU); 3. Vehicle kinetic energy recovery system; 4. Mechanical braking system; 5. Housing; 51. Gear; 52. Rack; 53. First spring; 54. Trigger rod; 55. Turntable; 56. Hall sensor; 57. Magnetic strip; 58. Brake light trigger switch; 581. Trigger button; 582. Second spring. Detailed Implementation

[0019] This utility model is as follows Figures 1 to 18 As shown, a brake pedal device for kinetic energy recovery control in automobiles is disclosed. It changes the existing electric vehicle's inherent mode of "releasing the accelerator pedal to activate strong kinetic energy recovery". By transferring the triggering and control of kinetic energy recovery to the brake pedal, it achieves optimal management of energy recovery and inertial coasting under different driving conditions, thereby effectively improving the overall driving range of the vehicle.

[0020] The kinetic energy recovery control system of this utility model mainly includes the following parts: Pedal status sensor 1: Used to detect the driver's pedal operation in real time and convert it into different electrical signals, which are then transmitted to the vehicle's VCU (Vehicle Control Unit) to control the intensity of kinetic energy recovery. It includes an accelerator pedal position sensor 11 (microswitch) and a brake pedal status sensor 12. The brake pedal status sensor 12 adopts the following two implementation schemes: The first implementation (stepless adjustment) employs a Hall sensor assembly. This Hall sensor assembly includes a Hall element 121 fixed to a mounting bracket 134 relative to the vehicle body, and a magnet 122 fixed to the brake pedal arm 15 or moving with the brake pedal arm 15 and corresponding to the Hall element 121. When the brake pedal 14 is depressed, the brake pedal arm 15 rotates, changing the relative position of the magnet 122 and the Hall element 121, causing a change in the magnetic field. The Hall element 121 outputs an electrical signal that is continuously proportional to the travel of the brake pedal 14, which is transmitted to the vehicle's controller (VCU) to control the intensity of kinetic energy recovery.

[0021] The second implementation (multi-level adjustment) employs multiple mechanical switches 13. These mechanical switches 13 are vertically spaced on the fixed bracket 134, with their trigger buttons located along the movement path of the brake pedal arm 15. By setting a first mechanical switch 131, a second mechanical switch 132, and a third mechanical switch 133 and their different trigger strokes (e.g., by making the distance between the trigger buttons of adjacent switches 2-3 mm), different mechanical switches can be triggered when the brake pedal arm 15 reaches different stroke positions, triggering different intensities of kinetic energy recovery and mechanical braking. The first mechanical switch 131 can share the same switch as the vehicle's existing brake light trigger switch 58.

[0022] Controller 2 (VCU): Electrically connected to all brake pedal status sensors 12. Controller 2 contains pre-stored control logic for receiving signals from the brake pedal status sensors 12 and issuing control commands to the actuators (vehicle kinetic energy recovery system 3 and mechanical braking system 4).

[0023] The control method flow is as follows: The control logic executed by controller 2 is as follows: 1. Coasting State Determination and Control: When the controller 2 detects that the accelerator pedal has been released via the accelerator pedal position sensor 11, it immediately controls the vehicle's kinetic energy recovery system 3 to enter a "coasting state." This "coasting state" is explicitly defined as the vehicle's kinetic energy recovery system not operating, or recovering energy at a lower power of less than 10 kilowatts. The purpose of this setting is to maximize the vehicle's inertial coasting distance and avoid unnecessary speed decay. Experimental verification shows that this strategy can improve the driving range by 4%-7% compared to the traditional strong recovery mode under smooth road conditions such as highways.

[0024] 2. Kinetic energy recovery start-up and regulation: When the controller 2 detects that the brake pedal 14 is triggered through the brake pedal status sensor 12, the system enters the "on-demand recovery" stage.

[0025] In the first embodiment, the controller (VCU) 2, based on the continuous stroke signal provided by the Hall sensor (Hall element), steplessly adjusts the intensity of the vehicle's kinetic energy recovery within the range from a first preset stroke (e.g., corresponding to 5%-15% of the total pedal stroke) to a second preset stroke (e.g., corresponding to 60%-80% of the total pedal stroke) of the brake pedal 14. The recovery intensity is positively correlated with the pedal stroke. To achieve precise control, the controller 2 adjusts the generating torque of the drive motor of the vehicle's kinetic energy recovery system 3 by generating a PWM (Pulse Width Modulation) signal.

[0026] In the second embodiment, when the brake pedal 14 reaches the first preset travel (triggered by the first mechanical switch), basic energy recovery is initiated, and the brake lights illuminate. It should be noted that the first mechanical switch 131 can also be separate from the brake light trigger switch 58; that is, after the brake light trigger switch 58 is triggered, the first mechanical switch 131 is triggered as the brake pedal 14 continues to be depressed. When the brake pedal 14 is further depressed to the second preset travel (triggered by the second mechanical switch 132), a stronger level of energy recovery is initiated. When the brake pedal 14 is further depressed to the third preset travel (triggered by the third mechanical switch 133), the strongest level of energy recovery is initiated. The first preset travel is set to 5%-15% of the total brake pedal travel, the second preset travel is set to 30%-50% of the total brake pedal travel, and the third preset travel is set to 60%-80% of the total brake pedal travel. The interval between the first preset travel, the second preset travel, and the third preset travel typically corresponds to a section of free travel or a section of damping that is significantly less than when the brake pedal is pressed further, providing the driver with clear control feedback.

[0027] 3. Mechanical Braking Intervention: When greater deceleration is required, the brake pedal 14 is depressed to the second preset travel (triggered by the second mechanical switch 132 in the second embodiment); alternatively, the mechanical braking system 4 may be activated when the brake pedal 14 is depressed to the first preset travel, depending on the actual braking system activation method of the vehicle. The controller (VCU) 2 will control the mechanical braking system 4 to engage, providing braking force together with or independently of the vehicle's kinetic energy recovery system 3 to ensure driving safety.

[0028] Through the above method, this invention ensures that kinetic energy recovery is intelligently activated only when deceleration is required, effectively balancing the contradiction between inertial gliding and energy recovery, and maximizing the efficiency of electrical energy use.

[0029] The preferred embodiment of this utility model will now be described in detail with reference to the accompanying drawings. It should be noted that the following embodiments are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0030] A stepless adjustment scheme based on Hall sensors: Reference Figure 1 The system block diagram shown in this embodiment indicates that the kinetic energy recovery control system includes: pedal status sensor 1, controller 2, vehicle kinetic energy recovery system 3, and mechanical braking system 4.

[0031] The fixed bracket 134 is fixed to the vehicle body, and the pedal status sensor 1 includes an accelerator pedal position sensor 11 and a brake pedal status sensor 12. The brake pedal status sensor 12 adopts a Hall sensor assembly, including a Hall element 121 fixed on the fixed bracket 134, and a magnet 122 fixedly mounted on the brake pedal arm 15 or moving with the brake pedal arm 15 and corresponding to the Hall element 121.

[0032] Controller 2 executes the following control logic: Step S201: Monitor the accelerator pedal status in real time; Step S202: When the accelerator pedal is detected to be released, the vehicle kinetic energy recovery system 3 is controlled to enter the coasting state, and the kinetic energy recovery system is not working or the recovery power is limited to less than 10 kilowatts; Step S203: Real-time monitoring of brake pedal travel; Step S204: When the brake pedal travel exceeds the first preset travel (e.g., 10% of the total pedal travel), the kinetic energy recovery intensity is steplessly adjusted via PWM based on the continuous travel signal provided by the Hall sensor. Step S205: When the brake pedal travel is detected to exceed the second preset travel (e.g., 70% of the total pedal travel), the mechanical braking system 4 is activated.

[0033] Multi-stage regulation scheme based on mechanical switches: In this embodiment, three mechanical switches are provided on the brake pedal assembly: a first mechanical switch 131, a second mechanical switch 132, and a third mechanical switch 133.

[0034] These switches are mounted on a fixed bracket 134, and the trigger button of each switch is located on the movement path of the brake pedal arm. The first mechanical switch 131, the second mechanical switch 132, and the third mechanical switch 133 correspond to different trigger strokes.

[0035] Controller 2 executes the following control logic: Step S301: Monitor the accelerator pedal status in real time; Step S302: When the accelerator pedal is detected to be released, control the kinetic energy recovery system 3 to enter the coasting state; Step S303: Monitor the triggering status of each mechanical switch in real time; Step S304: When the first mechanical switch 131 is triggered, the brake light illuminates, and the basic strength kinetic energy recovery is initiated simultaneously; Step S305: When the second mechanical switch 132 is triggered, the mechanical braking system 4 is activated, and a higher intensity kinetic energy recovery is started. Step S306: When the third mechanical switch 133 is triggered, the highest intensity of kinetic energy recovery is initiated; Technical effectiveness verification: Using a traditional accelerator pedal-controlled kinetic energy recovery method, two actual nighttime highway tests were conducted under the following conditions: speed 80-105 km / h, air conditioning at 25°C and fan speed 1, low beam headlights on, and outdoor temperature 26°C. The test results are as follows: First test (energy recovery off): consumed 100km of displayed range, actually traveled 87km, and took 65 minutes; Second test (with traditional low energy recovery enabled): consumed 100km of displayed range, actually traveled 82km, and took 63 minutes; After long-term testing using the brake pedal control method of this utility model, under the same weather and road conditions, for the same vehicle model, it can bring an average range extension of 4%-7% compared to the traditional pedal release and retraction mode.

[0036] This indicates that the present invention can increase the driving range by about 5% compared to the traditional low recovery mode, and can still achieve net energy gain through intelligent recovery strategy compared to the closed recovery mode.

[0037] The following explanations are provided for each of the attached figures: Figure 1 The system's overall architecture flowchart illustrates the interaction relationships between the various hardware components. The pedal status sensor 1 shown in the diagram is the system's perception starting point, monitoring the driver's actions on the accelerator pedal position sensor 11 and the brake pedal status sensor 12 in real time. These perception signals are transmitted to the system's decision-making center—the vehicle control unit (VCU) 2. The VCU 2 calculates and judges based on pre-stored control logic, ultimately issuing commands to the two execution terminals—the vehicle's kinetic energy recovery system 3 (drive motor) and the mechanical braking system 4 (such as ESP). This complete "perception-decision-execution" closed-loop architecture is the physical basis for realizing the core utility model concept of "transferring the triggering and control of kinetic energy recovery from the accelerator pedal to the brake pedal," ensuring precise and coordinated control of the entire process from driving intention to vehicle deceleration and energy recovery.

[0038] In the appendix Figure 1In the system architecture shown, multiple functional modules work together to achieve closed-loop control from driver intent perception to energy recovery and braking execution. The system collects driver input in real time through accelerator pedal and brake pedal sensors, with the brake pedal sensor configurable as a mechanical switch group for multi-level triggering. The collected analog signals are noise-reduced and shaped by the signal acquisition and filtering module, and then converted into digital signals by the AD conversion and processing module for use by subsequent control units. The safety monitoring module continuously monitors the status of each sensor and actuator to ensure the system operates within safety tolerances. Upon entering the control core, the status recognition module determines whether the vehicle is coasting or braking based on the pedal signal. When braking is detected, the intensity calculation module calculates the corresponding energy recovery intensity based on the brake pedal travel and transmits the result to the PWM signal generation module to generate a PWM signal with the corresponding duty cycle to adjust the motor torque of the kinetic energy recovery system. The coordination control module coordinates the working sequence and intensity distribution of the kinetic energy recovery system and the mechanical braking system at appropriate times according to braking demand and vehicle dynamics, ensuring a smooth, efficient braking process that matches the driver's intent, ultimately achieving precise matching between energy recovery and vehicle deceleration.

[0039] Figure 2 The main control flowchart shows that when the accelerator pedal is detected to be released, the vehicle's kinetic energy recovery system 3 is immediately controlled to enter a "coasting state," either not activating kinetic energy recovery or limiting the recovery power to below 10 kilowatts. Its fundamental purpose is to address the inherent defects pointed out in the background technology—avoiding the interruption of the vehicle's inertial coasting due to unnecessary strong regenerative braking force in high-speed or other smooth road conditions, thereby "maximizing the vehicle's inertial coasting distance." Steps S203-S204 enter the "on-demand recovery" stage: once the brake pedal 14 is triggered, the system precisely controls the intensity of kinetic energy recovery based on its travel information. This embodies the core idea of ​​the utility model: integrating deceleration intention with energy recovery execution. Finally, step S205 specifies that when the brake pedal 14 reaches the second preset travel, the mechanical braking system 4 is controlled to intervene. This ensures that when kinetic energy recovery is insufficient to meet deceleration requirements, traditional mechanical braking can seamlessly connect, jointly guaranteeing braking efficiency and safety.

[0040] Figure 3A schematic diagram of a brake pedal device based on mechanical switches is shown, illustrating the hardware structure of Embodiment 2 (multi-level adjustment scheme). The diagram shows the first, second, and third mechanical switches (131, 132, 133) mounted on a fixed bracket 134. This specific arrangement and mounting method concretizes the implementation of "multiple mechanical switches with different trigger strokes." The trigger buttons of each mechanical switch are located on the movement path of the brake pedal arm. By precisely setting their installation positions, it is physically ensured that the brake pedal 14 is triggered sequentially in the order of "first mechanical switch -> second mechanical switch -> third mechanical switch" during depressing. This structure is the fundamental premise for realizing the "multi-level adjustment" control logic. It discretizes the continuous pedal stroke into several key control nodes, providing clear status signals to the controller (VCU) 2.

[0041] Figure 4 This diagram is a flowchart of a multi-stage regulation control system based on mechanical switches. Figure 3 The software logic, closely integrated with the hardware structure, details how controller 2 responds to the trigger signals of each mechanical switch. In step S304, when the first mechanical switch 131 is triggered, basic intensity of kinetic energy recovery is initiated. This first mechanical switch 131 is shared with the vehicle's original brake light trigger switch 58, which not only simplifies the structure and reduces costs but also ensures that the initiation of kinetic energy recovery occurs synchronously with the braking light illumination—deceleration warning signal, meeting the driver's psychological expectations. In step S305, when the second mechanical switch 132 is triggered, higher intensity kinetic energy recovery is initiated, providing the driver with clear, stepped force feedback. Finally, in step S306, when the brake pedal 14 is pressed deeply to trigger the third mechanical switch 133, requiring maximum braking force, controller (VCU) 2 commands mechanical braking system 4 to intervene.

[0042] Figure 5 A schematic diagram of a brake pedal device based on a mechanical switch explains the principle. Figure 3 The working mechanism of a mechanical switch structure. This diagram illustrates the mechanical structure (…). Figure 3 ) and control logic ( Figure 4 The connection is effectively made to illustrate how the hardware converts the driver's pedal force into command signals that the controller (VCU) 2 can recognize. Figure 5 This diagram illustrates how, when the brake pedal arm is depressed and displaced, it sequentially contacts the trigger buttons of each mechanical switch. This physical contact causes a change in the circuit state of the switch (e.g., from open to closed), thereby sending a specific, digital electrical signal to the controller (VCU) 2. In this schematic, the triggering of each switch is directly related to its specific position on the mounting bracket 134; it is this positional difference that determines its "trigger stroke."

[0043] Figure 6 The control flowchart of the brake pedal device based on a Hall sensor illustrates the control logic of a continuously variable adjustment scheme. The key step is S204, "continuously adjusting the kinetic energy recovery intensity based on the continuous stroke signal." "Continuously variable adjustment" means that the recovery intensity can achieve a continuous and smooth proportional change with the brake pedal stroke, which is consistent with... Figure 4 This contrasts sharply with the "multi-level" discrete control of the mechanical switch solution. The controller (VCU) 2 adjusts the torque generated by the drive motor by generating a PWM (Pulse Width Modulation) signal. This control method delivers the "smooth driving and passenger comfort" emphasized in the implementation, eliminating the dragging sensation of traditional modes, because it perfectly matches deceleration with pedal travel, resulting in a more linear and refined response.

[0044] Figure 7 A schematic diagram of a brake pedal device based on a Hall sensor. This diagram illustrates the implementation... Figure 6 The hardware structure of the stepless adjustment control scheme is shown. Specifically, it illustrates the physical composition of the Hall sensor assembly: the Hall element 121 is slidably mounted on the inner wall of the fixed bracket 134 along with the brake pedal 14 (the inner wall of the fixed bracket 134 has a transverse groove 136, in which the Hall element 121 slidably resides, and a return spring is provided to reset the Hall element 121 to its initial position when no external force is applied). The magnet 122 is fixed to the fixed bracket 134, and its magnetic strength increases from weak to strong along the sliding motion of the Hall element 121. When the brake pedal 14 is depressed, the brake pedal arm 15 rotates and pushes the Hall element 121 to slide along the transverse groove 136, changing the relative position and air gap between the magnet 122 and the Hall element 121, thereby causing a continuous and linear change in the magnetic field strength passing through the Hall element 121. This structure directly maps the mechanical quantity of pedal travel into a continuously changing physical field (magnetic field).

[0045] Figure 8 A schematic diagram of a brake pedal device based on a Hall sensor, explaining the principle from the perspective of electromagnetic induction. Figure 7 The working mechanism of the structure shown is illustrated. It demonstrates the change in the magnetic field distribution generated near the Hall element 121 by the movement of the magnet 122 as the brake pedal 14 moves. According to the Hall effect, this changing magnetic field causes the Hall element 121 to generate an analog voltage signal that is proportional to the magnetic field strength and, consequently, continuously proportional to the travel of the brake pedal 14. Figure 8 In hardware structure ( Figure 7 ) and control algorithm ( Figure 6 This establishes a crucial bridge between the two systems, primarily elucidating the complete conversion chain from mechanical displacement to continuous electrical signals, and then to stepless control commands.

[0046] Figure 9 This diagram illustrates a multi-stage regulation control process based on mechanical switches. Figure 4 A further refinement of the control process, or another visual representation, once again demonstrates the control logic based on the mechanical switch scheme. Specifically, it starts from the "coasting state," proceeds through a stepped increase of "basic recovery intensity," "higher recovery intensity," and "maximum recovery intensity," and finally reaches the complete control path of "mechanical braking intervention."

[0047] Figure 10 The flowchart of stepless adjustment control based on Hall sensor is shown below. Figure 6 The continuously variable adjustment process is supplemented and emphasized. It highlights the continuous control feature of directly transitioning from "coasting state" to "continuously variable recovery intensity." This demonstrates the flexibility of this invention in achieving precise recovery control.

[0048] Figure 11 The system coordination control flowchart focuses on a higher-level and crucial technical issue: the coordinated operation between the vehicle kinetic energy recovery system 3 and the mechanical braking system 4. When the brake pedal 14 is pressed deeply to the second preset travel, "the controller (VCU) 2 will control the mechanical braking system 4 to intervene and provide braking force together with or independently of the vehicle kinetic energy recovery system 3." Figure 11 The process describes how the controller (VCU) 2 intelligently distributes and coordinates the braking force output of the two systems based on the brake pedal travel 14 and the vehicle status to ensure a smooth, stable, and efficient braking process. It solves key problems commonly found in hybrid braking systems, such as sudden changes in braking force and abnormal pedal feel, and is a core component in achieving the two beneficial effects of "ensuring braking safety" and "improving driving smoothness".

[0049] Figure 12 This energy management optimization flowchart summarizes the overall optimization approach of this invention from a strategic perspective of vehicle energy management. It will... Figure 2 The main control process is placed under a more macro-level "energy optimization" decision framework. The process begins with the judgment of the driving state. When deceleration is required, should kinetic energy recovery be prioritized or inertial coasting be prioritized? In the coasting condition (accelerator pedal released), inertia is maintained to the maximum extent. Only when there is a clear intention to decelerate (brake pedal 14 is pressed) is kinetic energy recovery initiated and optimized "on demand".

[0050] Specifically, attached Figure 12This demonstrates the complete decision-making and execution closed loop of the energy management optimization strategy of this utility model. The process begins with "Starting Energy Management," where the system continuously "collects vehicle status data" and, based on this, "calculates current losses" and "assesses energy information." After integrating this information, it enters the "Determining the Optimal Energy Strategy" stage. During this process, the system calls upon a preset "measurement model" and references real-time road condition information, such as "urban area measurements," "downhill sections," and "uphill sections," while also incorporating "priority path prediction" to make a decision.

[0051] Based on the strategy assessment, the system will activate the corresponding recovery mode: for example, selecting "Priority Coasting Strategy" (high-speed smooth traffic), "Priority Recovery Strategy" (urban congestion), "Enhanced Recovery Strategy" (downhill sections), or "Reduced Recovery Strategy" (uphill sections). These strategies are implemented through specific execution commands, including "Setting Path Mode," "Setting Sensitive Recovery," "Increasing Recovery Speed," or "Reducing Recovery Intensity." The execution objectives are clear, such as ensuring "Recovered Power < 5kW" during coasting to achieve "Fast Response Efficiency," and "Fully Utilizing Downhill Potential" and "Reducing Energy Loss" during downhill sections.

[0052] After the strategy is executed, the system enters the "monitoring strategy effect" phase, quantifying the effect by "calculating energy gains" and continuously asking itself, "Is the gain optimal?". If it is not optimal, it "adjusts control parameters" and "continues monitoring," forming an iterative optimization loop; if it has reached the optimal, it "maintains the current strategy." Throughout the process, the system continuously judges "changes in operating conditions?" until it receives a "system shutdown?" command, ultimately "ending" the entire energy management process. This flowchart clearly reveals how the system dynamically senses, intelligently decides, accurately executes, and continuously optimizes to maximize energy recovery efficiency across all scenarios.

[0053] Figure 13-15This is a second brake pedal structure based on a Hall sensor, comprising a housing 5, a gear 51, a rack 52, a first spring 53, a trigger rod 54, a turntable 55, a Hall sensor 56, a magnetic strip 57, and a brake light trigger switch 58, all mounted within the housing 5. The gear 51 is fixedly connected to the turntable 55. The Hall sensor 56 is mounted in the housing 5 and is located near the edge of the turntable 55. The magnetic strip 57 is distributed along the edge of the turntable 55, with its magnetic strength gradually increasing from weak to strong along the edge of the turntable 55. The outer surface of the magnetic strip 57 faces the Hall sensor 56 as the turntable 55 rotates. The first spring 53 is laterally disposed within the housing 5. The trigger rod 54 abuts against the end of the first spring 53, with its front end extending outside the housing 5 and detachably abutting against the brake pedal arm 15. The rack 52 is connected to the rear end of the trigger rod 54. The brake light trigger switch 58 includes a trigger button 581 and a second spring 582. The second spring 582 is installed on the lower inner side of the housing 5. The rear end of the trigger button 581 abuts against the second spring 582, and the front end of the trigger button 581 extends out of the housing 5. When the brake is not pressed, the trigger button 581 elastically abuts against the brake pedal arm 15. The length of the trigger button 581 extending out of the housing 5 is shorter than the length of the trigger rod 54 extending out of the housing 5.

[0054] Figure 16 The demonstration showed that when the brake pedal is not pressed, the brake pedal arm 15, driven by the return spring (the car brake mechanism itself has a return spring), abuts against the trigger rod 54 and the trigger button 581, overcoming the elastic force of the first spring 53 and the second spring 582, causing both the trigger rod 54 and the trigger button 581 to extend a short distance outside the housing 5. At this time, the Hall sensor 56 and the magnetic strip 57 do not generate an induced magnetic field, and kinetic energy recovery is not triggered; the brake light trigger switch 58 is also not triggered to light up.

[0055] Figure 17 The demonstration showed that when the brake pedal is pressed, the brake pedal arm 15 moves away from the trigger lever 54 and trigger button 581. Driven by the second spring 582, the trigger button 581 extends forward from the housing 5 immediately, and the brake light illuminates. Simultaneously, the trigger lever 54 extends forward under the drive of the first spring 53, causing the rack 52 to rotate, which in turn drives the gear 51 and the turntable 55 to rotate. The Hall sensor 53 and the magnetic strip 57 generate a magnetic induction signal. As the brake pedal 14 is pressed down more, the distance the trigger lever 54 extends out of the housing 5 increases. The magnetic induction signal generated by the Hall sensor 53 and the magnetic strip 57 gradually strengthens as the corresponding magnetic field strength increases, and is sent to the vehicle control unit (VCU) to trigger a greater intensity of kinetic energy recovery.

[0056] Figure 18 A cross-sectional view showing the Hall sensor 53 and the magnetic strip 57 in action is shown, which further clarifies the principle of changes in magnetic induction caused by the relative position and rotational tendency of the Hall sensor 53 and the magnetic strip 57.

[0057] It should be noted that in the above embodiments, a trigger plate 135 is provided on the side of the brake pedal arm 15 near the brake light trigger switch 58 and the mechanical switch 13 / trigger rod. The setting of the trigger plate 135 enables the brake pedal 14 to remain in an untriggered state more stably when it is not pressed. When the brake pedal 14 is pressed, the contact surface of the trigger plate 135 enables the triggering to be more stable and orderly.

[0058] Furthermore, it should be noted that this invention has discovered and verified a significant safety advantage in actual testing, particularly under conditions of low-friction coefficient road surfaces (such as rainy or icy roads). When a vehicle needs to brake suddenly on a slippery surface, traditional mechanical braking systems, if they directly apply a large braking force, are prone to wheel lock-up, slippage, or even instability due to the sudden saturation of adhesion between the tires and the ground. This not only prolongs the braking distance but also seriously threatens the vehicle's handling stability. The control strategy proposed in this invention, namely "first initiating strong kinetic energy recovery, then coordinating or continuing mechanical braking," provides an innovative solution to this problem.

[0059] The underlying technology lies in the fundamental difference in mechanical characteristics between kinetic energy recovery systems (i.e., electric motor braking) and traditional friction braking. The electric motor's braking torque is precisely and rapidly generated and adjusted by the motor controller through power electronic devices, with a response delay far lower than the pressure build-up time of a hydraulic braking system. When the driver urgently presses the brake pedal on a slippery surface, the system prioritizes applying the strong electric braking force generated by the drive motor based on travel information (whether through stepless triggering via Hall effect sensors or multi-stage triggering via mechanical switches). This electric braking force has two key characteristics: First, it responds extremely quickly and is controllable, providing smooth, linear deceleration almost instantaneously, avoiding the shocks that might occur in a hydraulic system due to excessively rapid pressure build-up; second, the electric motor's braking force is naturally easier to coordinate with the vehicle's stability control system (such as ESC / ESP). By independently or differentially adjusting the torque of the left and right drive wheels (this is more pronounced in vehicles with dual motors), it can actively suppress potential wheel slippage tendencies in the early stages of deceleration, creating a more stable initial deceleration posture for the vehicle.

[0060] Subsequently, the mechanical braking system intervenes only when the brake pedal travel is further deepened. At this point, the vehicle speed has already decreased due to the electric braking effect, and the vehicle's dynamics are more stable. The mechanical braking system, building upon this stability, applies additional braking force, resulting in a smoother deceleration curve throughout the braking process and significantly increasing the likelihood of keeping the tire slip ratio within its optimal range. This effectively avoids the risk of loss of control that can easily occur on low-traction surfaces when hydraulic braking force is suddenly applied, potentially exceeding the tire's friction limit. In short, this invention combines the advantages of fast response and easy control of electric braking with emergency braking scenarios, incorporating a controllable "pre-buffering phase" dominated by electric braking in the braking sequence, thereby significantly improving the safety and controllability of emergency braking on slippery surfaces. This effect is not merely subjective speculation but has been objectively verified in actual road slippery conditions by comparing vehicle wheel speed signals, yaw rate, and vehicle trajectory under both traditional and this braking modes, demonstrating a significant improvement in the stability of vehicle braking distance and directional controllability. This further embodies the core concept of this utility model: "recovery on demand and pedal coordination," which not only effectively improves battery life but also expands its technological value in the dimension of active safety.

[0061] The key design features of this invention are as follows: First, by eliminating the strong kinetic energy recovery during the coasting phase, it effectively avoids the interruption of inertial coasting caused by regenerative braking force. Actual road tests have verified that this change can directly improve the driving range by 4% to 7% under high-speed conditions. Second, by precisely controlling the intensity of regeneration through stepless or multi-stage brake pedal travel, it achieves a precise match between energy recovery and deceleration requirements. This not only optimizes energy recovery efficiency (expected to recover 5% to 10% more electrical energy) but also significantly improves driving smoothness and passenger comfort, eliminating the dragging sensation of traditional methods. Finally, this method unifies the deceleration intention and execution action at the brake pedal, conforming to the driver's natural instincts, making operation intuitive, and contributing to improved driving safety.

[0062] The above description is merely a preferred embodiment of the present utility model and does not constitute any limitation on the technical scope of the present utility model. Therefore, any minor modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present utility model shall still fall within the scope of the technical solution of the present utility model.

Claims

1. A brake pedal device for automotive kinetic energy recovery control, characterized in that, include: Fixed bracket, fixed to the vehicle body; The brake pedal arm is rotatably mounted on a fixed bracket via a pedal pivot. A brake pedal status sensor, mounted on the fixed bracket, is used to detect the rotational travel of the brake pedal arm relative to the fixed bracket. The brake pedal state sensor is configured to output different electrical signals to the vehicle's VCU when the brake pedal arm reaches different travel positions, thereby controlling the intensity of kinetic energy recovery.

2. The brake pedal device for automotive kinetic energy recovery control according to claim 1, characterized in that, The brake pedal status sensor is a Hall sensor assembly, including a Hall element fixed on the fixed bracket and a magnet mounted on the brake pedal arm or moving with the brake pedal arm and corresponding to the Hall element.

3. The brake pedal device for automotive kinetic energy recovery control according to claim 1, characterized in that, The brake pedal status sensor includes a first mechanical switch and a second mechanical switch; The first mechanical switch is configured to be triggered when the brake pedal arm reaches a first preset travel position; The second mechanical switch is configured to be triggered when the brake pedal arm reaches a second preset travel position, the second preset travel being greater than the first preset travel.

4. The brake pedal device for automotive kinetic energy recovery control according to claim 3, characterized in that, It also includes a third mechanical switch, which is configured to be triggered when the brake pedal arm reaches a third preset travel position, the second preset travel being between the first preset travel and the third preset travel.

5. The brake pedal device for automotive kinetic energy recovery control according to claim 3 or 4, characterized in that, The first mechanical switch shares the same switch with the vehicle brake light switch.

6. The brake pedal device for automotive kinetic energy recovery control according to claim 3 or 4, characterized in that, The first mechanical switch, the second mechanical switch, and / or the third mechanical switch are micro switches, which are fixed vertically at intervals on the fixed bracket, and their trigger buttons are located on the movement path of the brake pedal arm.

7. The brake pedal device for automotive kinetic energy recovery control according to claim 6, characterized in that, The straight-line distance between the trigger buttons of the first mechanical switch and the second mechanical switch is 2-3 mm.

8. The brake pedal device for automotive kinetic energy recovery control according to claim 4, characterized in that, The first preset travel is set to 5%-15% of the total brake pedal travel, the second preset travel is set to 30%-50% of the total brake pedal travel, and the third preset travel is set to 60%-80% of the total brake pedal travel.

9. The brake pedal device for automotive kinetic energy recovery control according to claim 1, characterized in that, The brake pedal status sensor includes a housing, a gear, a rack, a first spring, a trigger rod, a turntable, a Hall sensor, a magnetic strip, and a brake light trigger switch, all mounted within the housing. The gear is fixed to the turntable, and the Hall sensor is mounted in the housing near the edge of the turntable. The magnetic strip is distributed along the edge of the turntable, with its magnetic strength gradually increasing from weak to strong along the edge. The outer surface of the magnetic strip faces the Hall sensor as the turntable rotates. The first spring is laterally positioned within the housing, and the trigger rod abuts against the end of the first spring, with its front end extending out of the housing and detachably abutting against the brake pedal arm. The rack is connected to the rear end of the trigger rod. The brake light trigger switch includes a trigger button and a second spring. The second spring is installed on the lower inner side of the housing. The rear end of the trigger button abuts against the second spring. The front end of the trigger button extends out of the housing. When the brake is not applied, the trigger button elastically abuts against the brake pedal arm. The length of the trigger button extending out of the housing is shorter than the length of the trigger rod extending out of the housing.

10. The brake pedal device for automotive kinetic energy recovery control according to claim 2, characterized in that, The Hall element can be slidably mounted on the inner wall of the fixed bracket along with the brake pedal, while the magnet is fixed on the fixed bracket. Its magnetic strength changes from weak to strong as the Hall element slides from the beginning to the end position. When the brake pedal is pressed, the brake pedal arm rotates and pushes the Hall element to slide along the transverse groove, changing the relative position and air gap between the magnet and the Hall element.

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