RETRACTABLE PEDAL ARRANGEMENT FOR A VEHICLE

Abstract

A pedal arrangement (300) for a vehicle (10), comprising: a hollow cylindrical housing (101) having a recessed area (147) on an inner surface (147) of the housing (101) and an opening (144) through the housing (101) opposite the recessed area (147); at least one pedal (102) comprising a pedal arm (102), a pedal interface (104), an alignment element (107), at least one retaining element (109) and a storage element (106), wherein the storage element (106) is enclosed in the housing (101) and the pedal arm (102) extends through the opening (144) in the housing (101); a retaining element (112) that is functionally and detachably coupled to the pedal (102); and an actuator (130) enclosed in the housing (101) and operatively coupled to the pedal (102), wherein the actuator (130) is configured to selectively move the pedal (102) between an unfolded position relative to the housing (101) and a stowed position relative to the housing (101), wherein the actuator (130) is configured to actuate the pedal (102) into the unfolded position in response to an unfolding command from a control (22) and to actuate the pedal (102) into the stowed position in response to a stowing command from the control (22); wherein the stowing element (106) has a helical groove (108) engaging with the actuator (130), such that a translation of the actuator (130) drives the stowing element (106) in translation and rotation to actuate the pedal (102) between the unfolded and stowed positions; wherein the retention element (112) comprises a retention opening (114) which is designed to receive the retaining element (109); and wherein the translation of the actuator (130) first sets the stow element (106) into a translational movement in order to release the holding element (109) from the retaining element (112), and a further translation of the actuator (130) sets the stow element (106) into a rotation in order to bring the pedal (102) into the stowed position.

Description

[0001] The present disclosure relates generally to retractable and stowable pedal arrangements.

[0002] The operation of modern vehicles is becoming increasingly automated, meaning they are able to maintain driving control with ever fewer driver interventions. Vehicle automation has been categorized into numerical levels, ranging from zero, which corresponds to no automation with full human control, to five, which corresponds to complete automation without any human control. Various automatic driver assistance systems, such as cruise control, adaptive cruise control, and parking assistance systems, correspond to a lower level of automation, while truly "driverless" vehicles correspond to a higher level.

[0003] US 5,632,183 A describes an adjustable control pedal assembly for a motor vehicle. The pedal assembly is slidably mounted at its upper end on a single hollow guide rod extending rearward from a gearbox housing, which in turn pivotally attaches to a bracket fixed to the vehicle's splash guard. A threaded nut is slidably mounted within the hollow guide rod, and a threaded spindle extends rearward from the gearbox housing and engages the threaded nut. A guide pin or tongue-and-groove joint extends from the threaded nut to the pedal assembly, such that a linear movement of the threaded nut within the hollow guide rod, produced by the rotation of the threaded spindle, causes a forward and backward movement of the pedal assembly along the guide rod.The screw spindle is driven by a gearbox located in the gearbox housing, which in turn is driven by an electric motor via a cable.

[0004] JP 2018 - 90 070 A describes an automatic driving control unit configured to automatically actuate a driving state control unit and a steering unit to make the vehicle drive automatically along a predetermined route; a switching unit configured to select a steering-activated state in which the operation of the driving state control unit is activated when the vehicle is driven manually, and to select a steering-deactivated state in which the operation of the driving state control unit is deactivated when the vehicle is driven automatically; a selection unit configured to select a first instruction that directs the deactivated state and the steering-deactivated state, a second instruction that directs the activated state and the steering-activated state, and a third instruction.which instructs automatic operation of the switching unit and the steering switching unit, as well as a control unit which is designed to control the operation of at least one of the switching unit and the steering switching unit according to an actuation of the selection unit.

[0005] The object of the invention can be considered to be to provide a vehicle arrangement that enables automated operation and reduces the need for driver intervention.

[0006] Embodiments according to the present disclosure offer a number of advantages. For example, the present disclosure provides a system and a method for providing control interfaces to a vehicle operator when they are useful and for removing such control interfaces when they are unnecessary, thereby avoiding unintentional control inputs and increasing occupant comfort.

[0007] A pedal assembly for a vehicle according to the invention comprises a hollow cylindrical housing with a recessed area on an inner surface of the housing and an opening through the housing opposite the recessed area, as well as at least one pedal operable by an occupant. The pedal comprises a pedal arm, a pedal interface, an alignment element, at least one retaining element, and a storage element. The storage element is enclosed within the housing, and the pedal arm extends through the opening in the housing. The pedal assembly further includes a retaining element that is functionally and removably coupled to the pedal. The pedal assembly also includes an actuator enclosed in the housing and functionally coupled to the pedal.The actuator is configured to selectively move the pedal between an unfolded position relative to the housing and a stowed position relative to the housing, and it is configured to actuate the pedal in response to an unfold command from a controller into the unfolded position and the pedal in response to a stow command from the controller into the stowed position.

[0008] In one embodiment, the alignment element comprises a tab that is movable and engageable in the recessed area of ​​the housing.

[0009] In one embodiment, the recessed area is arranged such that the alignment element is configured so that the pedal can be operated by the occupant when the alignment element is engaged in a first area of ​​the recessed area, and that the pedal is in the stowed position when the alignment element is engaged in a second area of ​​the recessed area.

[0010] In one embodiment, the retaining element is removable and engaged with the retaining element.

[0011] In one embodiment, the control system is configured to generate the unfolding command in response to the fulfillment of a first operating condition and the stowing command in response to the fulfillment of a second operating condition.

[0012] In one embodiment, the first operating condition comprises an automated drive system that does not control the vehicle's driving behavior, and the second operating condition comprises the automated drive system that does control the vehicle's driving behavior.

[0013] According to the invention, the stowing element has a helical groove which engages with the actuator, so that the translation of the actuator drives the stowing element in translation and rotation to actuate the pedal between the extended and stowed positions.

[0014] According to the invention, the retention element comprises a retention opening which is designed to receive the retaining element.

[0015] According to the invention, the translation of the actuator first drives the stowing element in translation to release the holding element from the retaining element, and a further translation of the actuator drives the stowing element in rotation to bring the pedal into the stowed position.

[0016] In one application, the invention comprises a method for controlling a motor vehicle which includes the pedal arrangement according to the invention.

[0017] The present disclosure is described in conjunction with the following illustrations, where similar numbers denote similar elements. Fig. Figure 1 is a schematic representation of a vehicle according to an embodiment of the present disclosure. Fig. Figure 2 is a schematic representation of a pedal arrangement, according to a first embodiment of the present disclosure. Fig. 3 is a schematic partial view of a pedal arm of the pedal unit of Fig. 2, according to one embodiment. Fig. Figure 4 is a schematic representation of a push rod and the mounting of the pedal unit of Fig. 2, according to one embodiment. Fig. Figure 5 is a schematic representation of an actuator of the pedal unit of Fig. 2, according to one embodiment. Fig. Figure 6 is a schematic representation of a housing of the pedal unit of Fig. 2, according to one embodiment. Fig. 7 is a schematic partial view of the housing of Fig. 6, according to one embodiment. Fig. Figure 8 is a schematic partial side view of the housing of Fig. 6, according to one embodiment. Fig. Figure 9 is a schematic representation of a pedal arrangement, according to a second embodiment of the present disclosure. Fig. Figure 10 is a schematic representation of a pedal arrangement, according to a third embodiment of the present disclosure. Fig. Figure 11 is a schematic representation of a pedal arrangement, according to a fourth embodiment of the present disclosure. Fig. Figure 12A is a schematic representation of a damming arrangement and a first step of a damming process, according to one embodiment. Fig. Figure 12B is a schematic representation of a second step of the stagnation process, according to one embodiment. Fig. Figure 12C is a schematic representation of a third step of the damming process, according to one embodiment. Fig. Figure 13 is a flowchart representation of a method for controlling a vehicle according to one embodiment.

[0018] Fig. Figure 1 schematically shows a motor vehicle 10 according to the present disclosure. The vehicle 10 is depicted as a passenger car in the illustrated embodiment, but it should be noted that any other vehicle, including motorcycles, trucks, sport utility vehicles (SUVs), or recreational vehicles (RVs), etc., can also be used. The vehicle 10 has a drive system 13, which in various embodiments can comprise an internal combustion engine, an electric machine such as a traction motor, and / or a fuel cell drive system.

[0019] The vehicle 10 generally consists of a body 11 and wheels 15. The body 11 encloses the other components of the vehicle 10 and also defines a passenger compartment. The wheels 15 are each rotatably coupled near a corresponding corner of the body 11.

[0020] The vehicle 10 also includes a transmission 14, which is configured to transmit power from the drive system 13 to the multiple vehicle wheels 15 according to selectable speed ratios. Depending on the various embodiments, the transmission 14 can comprise a stepped automatic transmission, a continuously variable transmission, or another suitable transmission.

[0021] The vehicle 10 additionally has a steering system 16. Although a steering wheel is shown for illustration purposes, the steering system 16 may not include a steering wheel in some embodiments considered within the scope of the present disclosure.

[0022] The vehicle 10 additionally has wheel brakes 17, which are configured to provide a braking torque to the vehicle wheels 15. The wheel brakes 17 can, in various embodiments, comprise friction brakes, a regenerative braking system such as an electric motor, and / or other suitable braking systems.

[0023] In various embodiments, the braking system comprises a primary and a secondary brake cylinder configured to generate torque at each wheel brake 17 by various methods, including, but not limited to, electromechanical hydraulic pressure, electromechanical clamping force, and / or other braking methods. In some embodiments, the primary and secondary brake cylinders communicate electronically with a brake control module. In some embodiments, the primary and secondary brake cylinders each communicate with a single brake control module. In other embodiments, the primary and secondary brake actuators each communicate electronically with a separate brake control module. In some embodiments, each brake control module includes an electronic brake regulator.

[0024] The vehicle 10 additionally includes at least one pedal unit 18. In an exemplary embodiment, the at least one pedal unit 18 includes a first pedal, which can be called an accelerator pedal, for controlling the drive system 13 and a second pedal, which can be called a brake pedal, for controlling the wheel brakes 17.

[0025] In various embodiments, the vehicle 10 also includes a wireless communication system 28 configured for wireless communication with other vehicles (“V2V”) and / or infrastructure (“V2I”). In one exemplary embodiment, the wireless communication system 28 is configured to communicate via a dedicated DSRC (Short Range Communications) channel. DSRC channels refer to one-way or two-way communication channels with short to medium ranges specifically designed for use in motor vehicles, as well as a corresponding set of protocols and standards. However, wireless communication systems configured to communicate via additional or alternative wireless communication standards, such as IEEE 802.11 and cellular data communication, are also considered within the scope of this disclosure.

[0026] The drive system 13, the transmission 14, the steering system 16, the wheel brakes 17 via the brake control module(s), and the pedal assembly 18 are connected to or controlled by at least one controller 22. While the controller 22 is shown as a single unit for illustrative purposes, it may additionally contain one or more other controllers, which together are referred to as the “controller.” The controller 22 may contain a microprocessor or a central processing unit (CPU) that communicates with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include, for example, volatile and non-volatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM).

[0027] KAM is a persistent or non-volatile memory that can be used to store various operating variables while the CPU is powered off. Computer-readable storage devices or media can be implemented using any number of known storage devices such as PROMs (programmable read-only memory), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or other electrical, magnetic, optical, or combined storage devices capable of storing data, some of which represents executable instructions used by the controller 22 in controlling the vehicle.

[0028] The control unit 22 contains an automatic drive system (ADS) 24 for the automatic control of various actuators in the vehicle. In one exemplary configuration, the ADS 24 is a so-called Level 4 or Level 5 automation system. A Level 4 system indicates a "high level of automation" and refers to the driving-mode-specific performance of all aspects of the dynamic driving task by an automated driving system, even if a human driver does not respond appropriately to a request for intervention. A Level 5 system signifies "full automation" and refers to the full-time performance of an automated driving system in all aspects of the dynamic driving task under all road and environmental conditions that can be handled by a human driver.In an exemplary embodiment, the ADS 24 is configured to control the drive system 13, the transmission 14, the steering system 16 and the wheel brakes 17 via one or more brake control modules in order to control the vehicle acceleration, steering and braking without human intervention via a plurality of actuators 30 in response to inputs from several sensors 26, which may optionally include GPS, RADAR, LIDAR, optical cameras, thermal cameras, ultrasonic sensors and / or additional sensors.

[0029] In the illustrated embodiment, the vehicle 10 is a so-called dual-mode vehicle that can be operated by a human driver or by the ADS 24. When the vehicle 10 is under the control of a human driver, operating interfaces such as a steering wheel and the at least one pedal unit 18 should be accessible to the human driver. However, when the vehicle 10 is under the control of the ADS 24, human operation of such control interfaces may be unnecessary or undesirable, or both.

[0030] In the pedal unit configurations discussed here, a mechanized entry rod bracket allows the pedal arm to be detached from the entry rod. This mechanized bracket enables the pedal to be retracted and stowed when not needed for braking, for example, and without restriction, when the vehicle is operating in an autonomous or semi-autonomous mode and controlled by the ADS 24.

[0031] With reference to the Fig. Figure 2-7 illustrates a pedal unit 100 according to an embodiment of the present disclosure. The pedal unit 100 comprises a pedal housing 101, a pedal with a pedal arm 102 and a pedal interface 104, and a retaining element 112. The pedal arm 102 is configured to rotate relative to the pedal housing 101 when pressed by an operator. The pedal arm 102 is also configured to rotate and displace relative to the pedal housing 101 when it is brought into a stowed configuration, as discussed herein. In an exemplary embodiment, the pedal arm 102 is coupled via an interface part 105 to a helical stowing element 106. The helical stowing element 106 is, as discussed herein, enclosed by and driven within the housing 101. The helical storage element 106 contains a groove 108 formed in the outer surface of the storage element 106.The groove 108 forms a helical channel in the storage element 106.

[0032] With reference to Fig. In some embodiments, the helical storage element 106 is substantially orthogonal to the pedal arm 102. The helical storage element 106 and the pedal arm 102 are coupled via the interface part 105. In some embodiments, the interface part 105 includes an alignment element 107. In some embodiments, the alignment element 107 is a tab extending from an edge of the interface part 105 and interacting with the pedal housing 101, as discussed herein. In some embodiments, the alignment element 107 is positioned opposite the pedal arm 102; that is, the alignment element 107 extends in a first direction from the interface part 105, and at least a portion of the pedal arm 102 extends in a second direction opposite to the first. In some versions, the pedal arm 102, the interface part 105 and the spiral storage element 106 are made in one piece from a single material, such as...B. a casting or a mold. In other versions, the pedal arm 102, the interface part 105 and the helical storage element 106 are joined together by any kind of mechanical or chemical means, such as welding or fastening.

[0033] The interface part 105 also includes at least one retaining element 109 and one retaining hub 110.

[0034] The in Fig. The embodiment shown in Figure 3 comprises four evenly distributed retention elements 109 surrounding the retention hub 110 in a cross or “x” pattern (three retention elements 109 are in Fig. 3 shown); however, different versions may contain more or fewer retention elements. The retaining element 109 and the retaining hub 110 extend from a first surface 152 of the interface part 105 opposite a second surface. The helical storage element 106 extends from the second surface of the interface part 105.

[0035] With reference to Fig. 4. The retaining element 109 and the retaining hub 110 are received in a retaining element 112. The retaining element 112 includes a retaining opening 114, which is configured to receive the at least one retaining element 109 and the retaining hub 110, so that the retaining element 109 and the retaining hub 110 can engage slidably and removably in the retaining opening 114. The retaining opening 114 is configured to complement and receive the shape of the retaining element 109 and the hub 110, which extends from the first surface 152 of the interface part 105. The retaining element 112 can be pressed into the interface part 105 or attached to the interface part 105 by other means.

[0036] The retaining element 112 also includes an arm 116 and an interface plate 118. The arm 116 extends from the retaining element 112 such that a first end abuts the retaining element 112 and a second end, opposite the first end, abuts the interface plate 118. In some embodiments, the interface plate 118 forms an angle with the arm 116.

[0037] As in Fig. As shown in Figure 4, a pushrod 120 is connected to the interface plate 118. In some embodiments, the pushrod 120 couples the pedal unit 100 to a brake pedal emulator of the braking system. When the pedal arm 102 is depressed, the retaining element 112 is rotated via the coupling between the retaining element 109 and the retaining opening 114. The resulting actuation of the retaining element 112 causes the pushrod 120 to move, generating a command to engage the braking system. Similarly, when the pedal arm 102 is released, the retaining element 112 rotates in the opposite direction, causing the pushrod 120 to move, generating a command to release the braking system. In various embodiments, the commands are generated by the brake control module and / or the control unit 22.

[0038] With reference to the Fig. 5 and Fig. Figure 6 includes an actuator 130, a body 132, and an actuator 134. The actuator 130 is enclosed within the housing 101 and at least partially surrounds the storage element 106, such that the actuating element 134 is aligned with the groove 108. In some embodiments, the actuator 130 is a semi-cylindrical body 132 with a hemispherical actuator 134 positioned on an inner surface 133 of the body 132. The actuating element 134 is configured to interact with the groove 108. When the actuator 130 is actuated, the storage element 106 is first displaced within the housing 101 to release the retaining element 109 and the hub 110 from the retaining element 112. Further actuation of the actuator 130 causes the actuating element 134 to move within the groove 108 in order to rotate the storage element 106.Rotation of the stowage element 106 causes rotation of the pedal arm 102 between a first position and a second position. In some embodiments, the first position is a position in which the pedal unit 100 is accessible and controllable by an operator, and the second position is a position in which the pedal unit 100 is stowed without restriction, e.g., during operation of the vehicle by the ADS 24. The actuator 130 communicates with or is under the control of the controller 22. The actuator 130 can consist of an electric motor, a storage device, another suitable type of actuator, or any combination thereof.

[0039] The actuator 130 can be operated selectively in at least one first mode and one second mode based on commands from the controller 22. In an exemplary embodiment, the actuator 130 is equipped with a gearbox configured to selectively transmit power from the actuator 130 to the storage element 106.

[0040] With continued reference to the Fig. The housing 101 contains a housing body 142. The housing body 142 is a hollow cylindrical element configured to enclose the actuator 130 and the stowage element 106. The housing body 142 has a rim 143 that defines an opening 144. The pedal arm 102 extends through the opening 144. The opening 144 is configured to allow the pedal arm 102 to rotate relative to the housing 101 when pressed by an operator. Additionally, the opening 144 is configured to allow the pedal arm 102 to move and rotate relative to the housing 101 when the stowage element 106 is actuated by the actuator 130.

[0041] Regarding the in Fig. Figure 7 shows a partial sectional view of the housing interior 101. An edge 146 formed in the inner surface 145 defines a recessed area 147. In some embodiments, the recessed area 147 forms a "C" shape. The recessed area 147 comprises a first area 148 and a second area 149, which is axially spaced from the first area 148. The recessed area 147 is configured to receive the alignment element 107, which extends from the interface part 105 of the pedal arm 102. As shown in Fig. As shown in Figure 7, the recessed area 147 is formed on one side of the housing 101 opposite the opening 144. In other embodiments, however, the opening 144 and the recessed area 147 are positioned relative to each other in the housing 101 in order to accommodate the relative positions of the pedal arm 102 and the alignment element 107.

[0042] The displacement and rotation of the stowage element 106 within the housing 101 due to the actuation of the actuator 130 leads to a displacement and rotation of the alignment element 107 within the recessed area 147. When the alignment element 107 is located within the first recessed area 148, the pedal arm 102 is in a first position, i.e., the pedal arm 102 is positioned so that it can be depressed by the operator, and the alignment element 107 rotates within the first area 148 but does not move relative to the housing 101. When the alignment element 107 is located in the second recessed area 149, the pedal arm 102 is in a second position, i.e., a stowed position.

[0043] Fig. Figure 8 shows a side view of the housing 101 of the pedal unit 100, with the housing 101 in phantom power. The housing 101 encloses the storage element 106 and the interface part 105 of the pedal arm 102, as well as the actuator 130. The actuator 130 at least partially surrounds the storage element 106 and is positioned relative to the storage element 106 such that the actuating element 134 lies in the groove 108.

[0044] The control of the actuator 130 by the control unit 22 first translates the stowage element 106 within the housing 101 in order to release the retaining element 109 and the hub 110 from the retaining element 112. That is, as in Fig. As shown in Figure 8, the actuator 130 moves the storage element 106 to the left. Meanwhile, the storage element 106 is moved within the housing 101, the alignment element 107 within the recessed area 147, and the pedal arm 102 within the opening 144.

[0045] Once the retaining element 109 and the retaining hub 110 are detached from the retaining element 112, in some versions the further actuation of the actuator 130 by the stroke of the actuating element 134 within the groove 108 leads to the rotation of the stowing element 106. The rotation of the stowing element 106 moves the pedal arm 102 into the stowed position. While the in Fig. In the embodiment shown in 2-8, both translation and rotation are illustrated as part of the stowing process. In various embodiments, the stowing element 106 and the housing 101 are arranged so that the pedal arm 102 is moved into the stowing position without rotation.

[0046] Fig. Figures 9-11 illustrate several additional embodiments of a retractable and stowable pedal unit. Fig. Figure 9 shows a pedal unit 200 according to one embodiment. The pedal unit 200 comprises a pedal arm 202, which is rotatably coupled to a pedal unit housing 201. In some embodiments, a push rod 220 couples the pedal unit 200 to the braking system.

[0047] A bracket 211 couples the pedal arm 202 and the push rod 220. The bracket 211 is rotatably coupled to the pedal arm 202. The bracket 211 includes a groove designed to receive the pedal arm 202. The bracket 211 also includes a recess designed to receive one end of the push rod 220. When the bracket 211 is in a first position, as shown in Fig. As shown in Figure 9, pressing down the pedal arm 202 via the bracket 211 exerts a force on the push rod 220.

[0048] A first actuator (not shown) rotates the bracket 211 in the direction indicated by arrow 212, so that the bracket 211 releases the push rod 220. A second actuator (not shown) then moves the pedal arm 202 between an extended and a retracted position. Both the first and second actuators can communicate with or be controlled by the controller 22. Each of the first and second actuators can comprise an electric motor, a battery, another suitable type of actuator, or any combination thereof. In various embodiments, the first and second actuators can be controlled sequentially or simultaneously.

[0049] With reference to Fig. Figure 10 shows another embodiment of a pedal unit 300. The pedal unit 300 comprises a pedal arm 302 which is rotatably connected to a pedal unit housing 301. In some embodiments, a push rod 320 couples the pedal assembly 300 to the braking system.

[0050] A bracket 311 couples the pedal arm 302 and the push rod 320. The bracket 311 includes a groove designed to receive the pedal arm 302. The bracket 311 also includes a recess designed to receive one end of the push rod 320. When the bracket 311 is in a first position, as shown in Fig. As shown in Figure 10, pressing down the pedal arm 302 via the bracket 311 exerts a force on the push rod 320.

[0051] The bracket 311 is coupled to a first gear element 315. The first gear element 315 engages with a second gear element 316. The second gear element 316 is coupled to the pedal arm 302. The first and second gear elements 315 and 316 are rotatably coupled to the pedal housing 301. An actuator (not shown) can be coupled to the second gear element 316 via a chain, belt, or other suitable connection. The actuator can exert a torque on the second gear element 316, which in turn exerts a torque on the bracket 311, causing the bracket 311 to disengage from the push rod 320 by rotating away from it, as indicated by arrow 312. Additionally, the rotation of the second gear element 316 moves the pedal arm 302 between an extended and a retracted position.The actuator can communicate with or be controlled by the controller 22. The actuator can consist of an electric motor, a storage device, another suitable actuator type, or any combination thereof.

[0052] Fig. Figure 11 shows another embodiment of a pedal unit 400. The pedal unit 400 comprises a pedal arm 402, which is rotatably connected to a pedal unit housing 401. In some embodiments, a push rod 420 couples the pedal unit 400 to the braking system. The push rod 420 includes a head element 421. The head element 421 has two axially extending lobes, so that the push rod 420 forms a "T" shape.

[0053] A bracket 411 couples the pedal arm 402 and the push rod 420. The bracket 411 can be formed integrally with the pedal arm 402 or coupled to the pedal arm 402. The bracket 411 also includes a slot 412. The slot 412 is configured to allow displacement of the bracket 411 relative to the push rod 420 when the cams of the head element 421 are aligned longitudinally with the slot 412, and to engage with the push rod 420 when the cams of the head element 421 are aligned orthogonally to the slot 412. When the bracket 411 is in a first position, as shown in Fig. As shown in Figure 11, pressing down the pedal arm 402 via the bracket 411 exerts a force on the push rod 420.

[0054] The push rod 420 is operationally coupled to a first actuator (not shown). The first actuator can exert a torque on the push rod 420, causing it to rotate relative to the bracket 411. The rotation of the push rod 420 aligns the lobes of the head element 421 longitudinally with the slot 412. A second actuator (not shown) is operationally coupled to the pedal arm 402. The second actuator provides a driving force to move the pedal arm 402 between a variety of positions, from an extended to a retracted position. When the pedal arm 402 moves between the extended and retracted positions, the head element 421 of the push rod 420 passes through the slot 412. Each of the first and second actuators communicates with or is controlled by the controller 22.Each of the first and second actuators can include an electric motor, a storage device, another suitable actuator type, or any combination thereof.

[0055] Fig. Figures 12A-C illustrate three steps of a stowage process for a pedal unit, such as the pedal units 100, 200, 300, and 400 discussed here, and a stowage panel designed to receive the pedal arm of the stowable pedal unit. The stowage panel 500 includes a recess 502 designed to receive the pedal arm 102. In some versions, the stowage panel 500 has backlighting that indicates the relative progress of the stowage process of the pedal arm 102.

[0056] Fig. Figure 12A shows a first step of the accelerating process for the pedal unit 100. The pedal arm 102 is in an extended position, so that the operator's actuation of the pedal arm 102 controls the vehicle braking. Fig. Figure 12B shows the transition of the pedal arm 102 between the extended and stowed positions. In some versions, the backlight of the stowage plate 500 illuminates the stowage plate 500 in a single color, such as yellow, without restriction, to visually indicate the transition state of the stowage process. Fig. Figure 12C shows the pedal arm 102 in the stowed position within the recess 502. In some versions, the stowage plate 500 is illuminated in a second color, such as green, to visually indicate to the operator that the stowage process is complete.

[0057] With reference to Fig. In section 13, a method 600 for controlling a motor vehicle is presented in the form of a flowchart. The method 600 can be used in conjunction with the control system 22 discussed here, or by other systems connected to or separate from the vehicle, according to exemplary embodiments. The sequence of operations of the method 600 is not limited to sequential execution, as shown in Fig. 13 is shown, but can be carried out in one or more different arrangements, or steps can be carried out simultaneously, as is the case in accordance with the present disclosure.

[0058] A vehicle driving cycle begins, as shown in block 602.

[0059] It is determined whether the vehicle is under the control of ADS 24, as shown in Operation 604. In an exemplary embodiment, this determination is made by the controller 22.

[0060] If the determination of operation 604 is positive, i.e., the vehicle is under the control of ADS 24, then the pedal unit is moved into a jammed position by one or more actuators, as shown in block 606. This can be achieved, for example, by the above in relation to Fig. The mechanisms and procedures discussed in 2-11 are used. In some designs, the pedal unit is stowed in a recess in a backlit stowage plate, and the plate can be backlit in different colors to visually indicate the position of the pedal unit to the operator during the stowing process, as described above in relation to Fig. 12A-C discussed.

[0061] If the determination of operation 604 is negative, i.e., the vehicle is not under the control of ADS 24, the pedal unit is moved into or held in an extended position, as shown in block 608.

[0062] Following block 606 or block 608, it is determined whether the driving cycle has ended, as shown in operation 610. In an exemplary embodiment, this determination is made by the control unit 22.

[0063] If the determination of process 610 is negative, i.e., the driving cycle is not completed, then the control system returns to process 604. The algorithm thus monitors the vehicle's ADS control and controls the pedal arrangement accordingly, provided and as long as the current driving cycle is not completed.

[0064] If the determination of operation 610 is positive, i.e., the driving cycle is complete, the pedal unit is moved to a standard position, as shown in block 612. In one exemplary embodiment, the standard position corresponds to the operating position. In other embodiments, however, the standard position may correspond to the standby position. The algorithm then terminates.

[0065] As can be seen, the present disclosure provides a system and a method for making control interfaces available to a vehicle operator when they are useful and for removing such control interfaces when they are not needed, thereby preventing unintentional control inputs and increasing occupant comfort. Furthermore, systems and methods according to the present disclosure can offer these advantages in a relatively compact package. In some embodiments, the pedal arm of the pedal unit can be retracted into a stowed position, with optical and / or other indicators provided to clearly signal to the operator that the operator no longer has control of the vehicle and cannot regain control by depressing the pedal arm. In some embodiments, the vehicle is operated in a manual driving mode, i.e.,The vehicle is not in an autonomous operating mode and the control of the vehicle is not provided by the controller; the pedal arm automatically moves into the extended position, and a brake pedal emulator can be connected to the pedal arm to allow pedal operation by the operator.

Claims

[1] A pedal arrangement (300) for a vehicle (10), comprising: a hollow cylindrical housing (101) having a recessed area (147) on an inner surface (147) of the housing (101) and an opening (144) through the housing (101) opposite the recessed area (147); at least one pedal (102) comprising a pedal arm (102), a pedal interface (104), an alignment element (107), at least one retaining element (109) and a storage element (106), wherein the storage element (106) is enclosed in the housing (101) and the pedal arm (102) extends through the opening (144) in the housing (101); a retaining element (112) that is functionally and detachably coupled to the pedal (102); and an actuator (130) enclosed in the housing (101) and operatively coupled to the pedal (102), wherein the actuator (130) is configured to selectively move the pedal (102) between an unfolded position relative to the housing (101) and a stowed position relative to the housing (101), wherein the actuator (130) is configured to actuate the pedal (102) into the unfolded position in response to an unfolding command from a control (22) and to actuate the pedal (102) into the stowed position in response to a stowing command from the control (22); wherein the stowing element (106) has a helical groove (108) engaging with the actuator (130), such that a translation of the actuator (130) drives the stowing element (106) in translation and rotation to actuate the pedal (102) between the unfolded and stowed positions; wherein the retention element (112) comprises a retention opening (114) which is designed to receive the retaining element (109); and wherein the translation of the actuator (130) first sets the stow element (106) into a translational movement in order to release the holding element (109) from the retaining element (112), and a further translation of the actuator (130) sets the stow element (106) into a rotation in order to bring the pedal (102) into the stowed position. [2] The pedal arrangement (300) according to claim 1, wherein the alignment element (107) comprises a tab which is movable and engageable in the recessed area (147) of the housing (101). [3] The pedal arrangement (300) according to claim 1, wherein the recessed area (147) is configured to receive the alignment element (107) so that the pedal (102) can be actuated by the occupant when the alignment element (107) is engaged in a first area (148) of the recessed area (147), and that the pedal is in the stowed position when the alignment element (107) is engaged in a second area (149) of the recessed area (147). [4] The pedal arrangement (300) according to claim 1, wherein the retaining element (109) can be detachably engaged with the retaining element (112). [5] The pedal arrangement (300) according to claim 1, wherein the control (22) is configured to generate the unfolding command in response to the fulfillment of a first operating condition and the stowing command in response to the fulfillment of a second operating condition. [6] The pedal arrangement (300) according to claim 5, wherein the first operating condition comprises an automated drive system (24) that does not control the driving behavior of the vehicle (10), and the second operating condition comprises the automated drive system (24) that does control the driving behavior of the vehicle (10).

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