PEDAL LAYOUT FOR A VEHICLE

Abstract

A pedal arrangement (100, 200, 300) for a vehicle (10), comprising: a brake pedal emulator housing (102, 202, 302); at least one pedal (119, 219) that can be functionally coupled to the brake pedal emulator housing and operated by an occupant; a gear arrangement (114, 214, 314) that is functionally coupled to the brake pedal emulator housing and the pedal; an actuator (112, 212, 312) that is functional with the brake pedal emulator housing and the gear assembly is coupled and configured to selectively move the pedal between an extended position relative to the brake pedal emulator housing and a stowed position relative to the brake pedal emulator housing, wherein the actuator is configured to actuate the pedal to the extended position in response to an extension command from a controller and to the stowed position in response to a stow command from the controller, wherein the actuator comprises a rotatable threaded element (113) configured to engage with the gear assembly such that the rotation of the threaded element causes the gear assembly to rotate, wherein the gear assembly comprises a first gear element (114, 214, 314) functionally coupled to the pedal and a second gear element (115, 215, 315),which is functionally coupled to the actuator and is in meshing engagement with the first gear element, , wherein the actuator selectively drives the second gear element such that the rotation of the second gear element causes the first gear element to rotate, wherein the actuator is configured to disengage from the second gear element and allows displacement of the second gear element relative to the brake pedal emulator housing, further comprising a push rod (106, 206, 306) coupled to the pedal and functionally connected to the actuator, wherein the actuator is linearly aligned with the push rod (106, 206, 306), wherein the control system is configured to generate the eject command in response to the fulfillment of a first operating condition and the stow command in response to the fulfillment of a second operating condition, wherein the first operating condition includes an automated drive system that does not control the vehicle's driving behavior, and the second operating condition includes the automated drive system that does control the vehicle's driving behavior.

Description

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

[0002] The operation of modern vehicles is becoming increasingly automated, meaning that vehicles 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] German patent DE 10 2017 114 048 A1 describes a brake pedal assembly for a brake-by-wire (BBW) system of a vehicle. The brake pedal assembly comprises a support structure, a brake pedal rotatably mounted to the support structure on a first axis of rotation, and a brake pedal simulation assembly. The brake pedal simulation assembly extends between the brake pedal and the support structure and is rotatably mounted on the corresponding second and third axes of rotation. The brake pedal simulation assembly includes a brake pedal simulator and an adjustment mechanism along a centerline that intersects the second and third axes of rotation. The brake pedal simulation assembly is designed and arranged to move axially when the brake pedal is actuated, and the adjustment mechanism is designed and arranged to adjust this axial displacement.

[0004] The JP 2018 - 092 336 A describes a vehicle with an automatic driving function.

[0005] CN 2 08 515 572 U describes a type of electrically assisted device with a pedal and vehicle, wherein the electrically assisted device with pedal comprises a pedal, pedal arm, mounting bracket, shaft, auxiliary motor, and transmission mechanism, one end of which of the pedal arm is connected to the pedal, the other end of which is attached to the mounting bracket via the shaft, and the auxiliary motor being connected to the shaft via the transmission mechanism. By the aforementioned technical solution, the auxiliary motor can convert electrical energy into mechanical energy, the mechanical energy is transmitted directly to the shaft via the transmission mechanism, and the direction in which the drive shaft of the transmission mechanism rotates coincides with the rotation of the shaft itself to complete the power-assisted rotation of the shaft.The power assistance for the pedal connected to the shaft helps the rider when pedaling, resets the auxiliary pedal, and improves riding comfort and the riding experience.

[0006] The present invention aims to provide an improved pedal arrangement for a motor vehicle.

[0007] 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.

[0008] A first aspect of the present invention comprises a pedal arrangement for a vehicle according to claim 1. The above-mentioned and other advantages and features of the present disclosure will become apparent from the following detailed description of the preferred embodiments when viewed in conjunction with the accompanying figures.

[0009] The present revelation is described in connection with the following figures, where similar reference symbols 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. 3A and Fig. Figure 3B shows schematic views of a pedal arrangement, according to one embodiment. Fig. Figure 4 is a schematic representation of a pedal arrangement, according to a second embodiment of the present disclosure. Fig. Figure 5 is a schematic representation of a pedal arrangement, according to a third embodiment of the present disclosure. Fig. Figure 6 is a flowchart representation of a method for controlling a vehicle according to one embodiment.

[0010] The foregoing and other features of the present disclosure will become more fully apparent from the following description and the accompanying claims, which are included in conjunction with the accompanying figures. With the understanding that these figures merely represent several embodiments in accordance with the disclosure and are not to be regarded as limiting its scope, the disclosure is described with additional specificity and detail by the use of the accompanying figures. All dimensions given in the figures or elsewhere herein are for illustrative purposes only.

[0011] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples and that other embodiments may take different and alternative forms. The illustrations are not necessarily to scale; some features may be exaggerated or minimized to show details of certain components. Therefore, certain structural and functional details disclosed herein should not be interpreted as a limitation, but merely as a representative basis for instructing a person skilled in the art in the field on how to use the present disclosure in various ways.As those familiar with the subject will understand, various features illustrated and described with reference to one of the figures can be combined with features shown in one or more other figures to create embodiments not explicitly illustrated or described. The illustrated feature combinations provide representative embodiments for typical applications. However, various combinations and modifications of the features, consistent with the teachings of this disclosure, might be desired for specific applications or implementations.

[0012] Certain terminology may be used in the following description for reference purposes only and is therefore not intended to be restrictive. For example, terms such as "top" and "bottom" refer to the directions in the referenced drawings. Terms such as "front," "back," "left," "right," "rear," and "side" describe the orientation and / or location of parts of the components or elements within a consistent but arbitrary frame of reference, which is clarified by referring to the text and the associated drawings describing the components or elements under discussion. In addition, terms such as "first," "second," "third," etc., may be used to describe individual components. This terminology may include the words explicitly mentioned above, derivatives thereof, and words of similar meaning.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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. In various embodiments, the braking system comprises a primary and a secondary brake cylinder, which are configured to generate a torque at each wheel brake 17 by various methods, including, for example, but not limited to, electromechanical hydraulic pressure, electromechanical clamping force, and / or other braking methods. In some embodiments, the primary and secondary brake cylinders are in electronic communication with a brake control module. In some embodiments, the primary and secondary brake cylinders are each connected to a single brake control module.In other embodiments, the primary and secondary brake actuators each communicate electronically with a brake control module. In some embodiments, the brake control module includes an electronic brake regulator.

[0018] The vehicle 12 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.

[0019] In various embodiments, the vehicle 10 also includes a navigation 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.

[0020] The drive system 13, the transmission 14, the steering system 16, the wheel brakes 17 via the brake control module, 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 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). KAM is 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 PROM), EEPROMs (electrically erasable PROM), flash memory, or other electrical, magnetic, optical, or combined storage devices capable of storing data, some of which may be executable instructions used by the controller 22 in controlling the vehicle.

[0021] The control unit 22 contains an automatic drive system (ADS) 24 for automatically controlling various actuators in the vehicle. In one exemplary configuration, the ADS 24 is a so-called Level Four or Level Five automation system. A Level Four automation 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 Five automation system means "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 multiple sensors 26, which may optionally include GPS, RADAR, LIDAR, optical cameras, thermal cameras, ultrasonic sensors and / or additional sensors.

[0022] 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.

[0023] In the embodiments of the pedal assembly discussed here, an active mechanical brake pedal emulator (BPE) arm connection enables movement of the pedal between an extended and a stowed position. Embodiments of the present disclosure transmit the force from the pedal to the BPE using a gear and worm gear arrangement to allow greater packaging flexibility of the pedal assembly in the vehicle.

[0024] With reference to the Fig. 2, Fig. 3A and Fig. Figure 3B now describes a pedal assembly 100 according to one embodiment of the present disclosure. In various embodiments, the pedal assembly 100 comprises a brake pedal emulator (BPE) with a housing 102 enclosing a BPE, a push rod 106 functionally coupled to the BPE, an actuator 112 functionally coupled to the BPE, a first gear element 114, a second gear element 115, a support element 118, and a pedal with a pedal arm 119 functionally coupled to the push rod 106. A pedal interface 120 is coupled to the pedal arm 119. The push rod 106 is configured to move relative to the BPE housing 102 when the pedal interface 120 is pressed by an operator.

[0025] The pedal assembly 100 contains at least one actuator 112. In various embodiments, the actuator 112 can be physically attached to an outer or inner part of the BPE housing 102. In one exemplary embodiment, the actuator 112 includes a rotatable drive element with a thread 113. The selective engagement of the actuator 112 enables force transmission to the BPE, resulting in a braking command that is transmitted to the vehicle's braking system during a primary or manual driving mode. The selective engagement of the actuator 112 also allows the pedal arm 119 to rotate relative to the BPE housing 102 between an extended and a retracted position during a secondary or autonomous driving mode. In some embodiments, as in Fig. As shown in Figure 2, the actuator 112 is axially aligned with the second gear element 115. Due to the force exerted by the first gear element during manual driving mode, the second gear element 115 can move and act as a pushrod to transmit a braking command to the BPE. In some embodiments, as shown in Figure 2, the actuator 112 is axially aligned with the second gear element 115. Fig. As shown in Figure 3, the actuator 112 is axially aligned with the push rod 106, and the push rod 106 transmits the braking command to the BPE during manual driving operation.

[0026] The actuator 112 communicates with or is under the control of the controller 22. The actuator 112 can consist of an electric motor, a storage device, another suitable actuator type, or any combination thereof. The actuator 112 can be operated selectively in at least one first mode and one second mode based on commands from the controller 22.

[0027] The pedal arm 119 has a first end and a second end opposite the first end. The first gear element 114, e.g., a spur gear, is functionally coupled to the pedal arm 119 at its first end. The pedal interface 120 is functionally coupled to the pedal arm 119 at its second end. In the Fig. In the embodiment shown in Figures 3A and B, the first gear element 114 engages with the second gear element 115, e.g., a worm gear, which is coupled to the push rod 106 such that the push rod 106 and the second gear element 115 have a common longitudinal axis. The actuator 112 can be coupled to the second gear element 115 such that the actuator 112 drives the rotation of the second gear element 115 to move the pedal arm 119 between a first and a second position. The first position of the pedal can be referred to as the extended position and the second position as the stowed position. The actuator 112 is also configured to disengage from the second gear element 115 to allow axial displacement of the second gear element 115 when the pedal arm 119 is pressed or released by an operator. While the in Fig. 2. While the embodiment shown represents a spur gear and a worm gear, other gear combinations can of course also be used, such as a rack and pinion system, etc., for example, and without restriction.

[0028] As in Fig. As shown in Figure 3A, in a first mode, which can be described as manual driving mode, the actuator 112 is disengaged from the second gear element 115. The disengagement of the actuator 112 from the second gear element 115 can be caused by the actuator being in standby or idle mode. In the disengaged or non-driven state, the actuator 112 does not rotate the second gear element 115. The disengagement of the actuator 112 from the second gear element 115 allows the second gear element 115 to move axially relative to the BPE housing 102 in response to the force applied by the first gear element 114. In the first mode, pressing down the pedal via the pedal interface 120 causes the first gear element 114 to rotate. The engagement of the teeth of the first gear element 114 with the teeth of the second gear element 115 axially displaces the second gear element 115.The axial displacement of the second gear element 115 transmits the force exerted by the operator on the pedal interface 120 to the BPE, which together with the control unit 22 determines the desired braking command and transmits a braking command signal to the vehicle's braking system.

[0029] With continued reference to the Fig. 2, Fig. 3A and Fig. In the second mode, which can be called the stow mode, actuator 112 provides a driving force via the rotatable drive element 113 to move the pedal arm 119 between several positions. Actuator 112 controls the second gear element 115 via the rotatable drive element 113 so that it rotates in a first direction to drive the rotation of the first gear element 114 in a first direction to move the pedal arm 119 from the extended position to the stowed position, as shown in Fig. Figure 3B shows. Likewise, the actuator 112 controls the second gear element 115 via the rotatable drive element 113 to rotate in a second direction in order to drive the rotation of the first gear element 114 in a second direction and to move the pedal arm 119 from the stowed to the extended position.

[0030] In some embodiments, the actuator 112 controls the displacement of the BPE housing 102 relative to the interior of the passenger compartment. In various embodiments, both the translation of the BPE housing 102 and the rotation of the pedal from the extended position to the stowed position occur when the vehicle is operating in an autonomous or semi-autonomous mode. In some embodiments, the translation of the BPE housing 102 and the rotation of the pedal arm occur simultaneously; in other embodiments, these movements can occur sequentially in any order.

[0031] With further reference to Fig. 2 In some embodiments, the support member 118 is coupled to one end of the second gear element 115 to prevent deflection of the second gear element 115. The support member 118 can be coupled to an internal structure of the passenger compartment to support the second gear element 115. In some embodiments, the support member 118 is a bearing that supports the second gear element 115 and allows its rotation.

[0032] With reference to Fig. 4 now describes a pedal unit 200 according to a second embodiment of the present disclosure. The pedal unit 200 comprises a BPE housing 202 which is functionally coupled to a pedal arm 219. The pedal arm 219 is coupled to a first gear element 214. The pedal unit 200 is equipped with an actuator 212 which is configured to control the rotation of a second gear element 215. The actuator 212 can be operated selectively in a first mode and a second mode, generally similar to the actuator 112 described above. Fig. 2 discussed.

[0033] As in Fig. As shown in Figure 4, in some embodiments a third gear element 216 provides an interface between the first and second gear elements 214, 215. In some embodiments, the first and third gear elements 214, 216 are a set of bevel gears and the second gear element 215 is a worm gear. However, it is assumed that other gear arrangements and features, such as gear size, number of teeth, and number of gears, can be varied without restriction to accommodate different vehicle architectures.

[0034] Fig. Figure 5 shows a pedal assembly 300 according to a third embodiment of the present disclosure. The pedal assembly 300 comprises a BPE housing 302, which is functionally coupled to a pedal arm (not shown) via a first gear element 314. The first gear element 314 can rotate on a shaft supported by a support structure 311. The support structure 311 can be coupled to a shaft 317. The pedal assembly 300 is equipped with an actuator 312, which is configured to control the rotation of a second gear element 315 coupled to the shaft 317. The pedal assembly 300 also includes a push rod 306. In the Fig. In the embodiment shown in Figure 5, the second gear element 315 is arranged between the actuator 312 and the push rod 306. The actuator 312 can be operated selectively in a first mode and a second mode, generally similar to the actuator 112 described above. Fig. 2 discussed.

[0035] With reference to Fig. Section 6 now presents a method 600 for controlling a motor vehicle in the form of a flowchart. The method 600 can be used in conjunction with the control system 22, or by one or more of the brake control modules discussed herein, or by other systems connected to or separate from the vehicle, according to exemplary embodiments. The order of operation of the method 600 is not limited to sequential execution, as shown in Fig. 10 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.

[0036] A vehicle driving cycle begins, as shown in block 602.

[0037] 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.

[0038] 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 methods discussed in 2-5 will occur. If the determination of operation 604 is negative, i.e., the vehicle is not under the control of ADS 24, the pedal unit will be moved to or held in an extended position, as shown in block 608.

[0039] 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.

[0040] 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 assembly accordingly, provided and as long as the current driving cycle is not completed.

[0041] 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 extended position. In other embodiments, however, the standard position may correspond to the stowed position. The algorithm then terminates.

[0042] 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 assembly 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.

[0043] The conditional language used here, including but not limited to "may," "could," "might," "e.g.," and similar terms, is intended, unless explicitly stated otherwise or understood differently in the context, to generally convey that certain embodiments contain certain features, elements, and / or states, while other embodiments do not contain certain features, elements, and / or states. Therefore, such conditional language is generally not intended to imply that features, elements, and / or states are in any way required for one or more embodiments, or that one or more embodiments necessarily contain logic to decide, with or without input or prompting from the author, whether these features, elements, and / or states are included or implemented in a particular embodiment.

[0044] For convenience, a large number of items may be presented in a single list. However, such lists should be interpreted as if each member of the list were individually identified as a separate and unique member. Therefore, no single member of such a list should be considered de facto equivalent to any other member of the same list solely on the basis of its presentation in a group, without any indication to the contrary. When the terms "and" and "or" are used in conjunction with a list of items, they are to be interpreted broadly, as one or more of the listed items may be used alone or in combination with other listed items.The term "alternative" refers to the selection of one of two or more alternatives and is not intended to restrict the selection to the listed alternatives or to only one of the listed alternatives, unless the context clearly indicates otherwise.

[0045] The processes, methods, or algorithms disclosed herein may be supplied to or implemented by a processing device, controller, or computer, which may include any existing programmable electronic control unit or dedicated electronic controller. Similarly, the processes, methods, or algorithms may be stored as data and instructions that can be executed by a controller or computer in many forms, including, but not limited to, information permanently stored on non-writable storage media such as ROM devices, and information modifiably stored on writable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, or algorithms may also be implemented in an executable software object.Alternatively, the processes, methods, or algorithms can be embodied wholly or partially by suitable hardware components, such as application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), state machines, controllers, or other hardware components or devices, or a combination of hardware, software, and firmware components. Such example devices can be located on board as part of a vehicle computer system or be positioned outside the vehicle and perform remote communication with devices in one or more vehicles.

Claims

[1] A pedal arrangement (100, 200, 300) for a vehicle (10), comprising: a brake pedal emulator housing (102, 202, 302); at least one pedal (119, 219) that can be functionally coupled to the brake pedal emulator housing and operated by an occupant; a gear arrangement (114, 214, 314) that is functionally coupled to the brake pedal emulator housing and the pedal; an actuator (112, 212, 312) that is functional with the brake pedal emulator housing and the gear assembly is coupled and configured to selectively move the pedal between an extended position relative to the brake pedal emulator housing and a stowed position relative to the brake pedal emulator housing, wherein the actuator is configured to actuate the pedal to the extended position in response to an extension command from a controller and to the stowed position in response to a stow command from the controller, wherein the actuator comprises a rotatable threaded element (113) configured to engage with the gear assembly such that the rotation of the threaded element causes the gear assembly to rotate, wherein the gear assembly comprises a first gear element (114, 214, 314) functionally coupled to the pedal and a second gear element (115, 215, 315),which is functionally coupled to the actuator and is in meshing engagement with the first gear element, wherein the actuator selectively drives the second gear element such that the rotation of the second gear element causes the first gear element to rotate, wherein the actuator is configured to disengage from the second gear element and allows displacement of the second gear element relative to the brake pedal emulator housing, further comprising a push rod (106, 206, 306) coupled to the pedal and functionally connected to the actuator, wherein the actuator is linearly aligned with the push rod (106, 206, 306), wherein the control system is configured to generate the eject command in response to the fulfillment of a first operating condition and the stow command in response to the fulfillment of a second operating condition, wherein the first operating condition includes an automated drive system that does not control the vehicle's driving behavior, and the second operating condition includes the automated drive system that does control the vehicle's driving behavior.

Images