Pedal arrangement for a vehicle

Abstract

The invention relates to a pedal arrangement (1) for a vehicle, comprising two pedal units (10), each of which can be used to control a vehicle function, and a common retaining element (5) which has two receiving openings (5.1), wherein the two pedal units (10) are each inserted into and held in a corresponding receiving opening (5.1) of the common retaining element (5), wherein a common feedback arrangement (26) is arranged between the two receiving openings (5.1) on the common retaining element (5) or is integrated into the common retaining element (5) and is designed to generate a predefinable haptic feedback and to output it to the driver's foot via the common retaining element (5) and the two pedal units (10).

Description

[0001] The invention relates to a pedal arrangement for a vehicle.

[0002] Drive-by-wire systems with pedal arrangements that transmit driver commands only electrically or electronically are known from the prior art. Such drive-by-wire systems include, for example, a pedal arrangement with a so-called electronic accelerator pedal or gas pedal for drive control or for performing an acceleration function, as well as a brake pedal for a brake-by-wire system for performing a braking function. Another well-known drive-by-wire system is a steer-by-wire system for steering control. Drive-by-wire refers to driving or steering a vehicle without mechanical power transmission from control elements, such as the accelerator pedal, brake pedal, or steering wheel, of the vehicle to the corresponding control elements of the vehicle, such as the throttle valve, brakes, and / or steering.This means that in such drive-by-wire systems, the corresponding pedal unit is decoupled from the power flow, and the aforementioned functions are instead controlled via electrical cables and servo motors or electromechanical actuators. Sensor devices in drive-by-wire systems typically record driver inputs using force-based sensor units to determine the desired intensity of the vehicle's braking or acceleration, and then adjust this accordingly via the powertrain and braking system. Eliminating the mechanical connection allows for new pedal concepts, as a large pedal travel is no longer necessary to achieve vehicle deceleration or acceleration.

[0003] DE 103 12 547 A1 discloses a device for accelerating or decelerating a motor vehicle, which comprises two actuating elements. A first actuating element serves to accelerate, and a second actuating element serves to decelerate the motor vehicle. The actuating elements are actuated by applying a hand or foot force. The two actuating elements operate largely without travel, and after the hand or foot force is removed, the speed of the motor vehicle is kept constant by the first actuating element or the second actuating element, depending on the last applied hand or foot force, until the first actuating element or the second actuating element is actuated again.

[0004] DE 102 39 913 A1 discloses an actuating device for influencing a system for braking, clutching, or driving a motor vehicle. The actuating device, actuated by a driver, is mechanically decoupled from the system's actuators. The actuating device is a sensor that exclusively detects the driver's actuating force and generates a control signal whose generation is independent of any actuating travel and has no actuating travel.

[0005] From the applicant's subsequently published DE 10 2023 204 205 A1, a pedal assembly with two pedal units, a pedal unit for controlling a vehicle function, as well as a method for assembling such a pedal unit and a method for disassembling a pedal head from such a pedal unit are known. The pedal unit comprises a modular pedal head, which includes a pad carrier and a replaceable pedal pad for absorbing an actuating force of a driver's foot and is connected to a housing cover that is movable with a small stroke along a vertical direction of the pedal unit. The pedal pad is detachably connected to the pad carrier. A fastening arrangement is designed to detachably and positively and / or non-positively connect the pad carrier to the movable housing cover. The pedal assembly comprises a first pedal unit designed as a brake pedal and a second pedal unit designed as an accelerator pedal. Disclosure of the invention

[0006] The pedal arrangement for a vehicle with the features of independent patent claim 1 has the advantage that a common feedback arrangement, due to the special positioning between two pedal units, can output a haptic feedback signal to the driver via both pedal units. By positioning the feedback arrangement in this way, the haptic feedback signal can be transmitted to a driver's foot both via a first pedal unit, embodied, for example, as an accelerator pedal, for controlling an acceleration function, and via a second pedal unit, embodied, for example, as a brake pedal, for controlling a braking function. Such a haptic feedback signal can be used, for example, in a brake pedal for controlling the braking function, to transmit a current control action of an anti-lock braking system (ABS) to the driver's foot.For example, with an accelerator pedal controlling the acceleration function, the driver can be signaled that their request for an acceleration kick-down has been recognized. The haptic feedback signals can be influenced by appropriate control signals in terms of signal form, signal duration, and / or intensity. These control signals can be specified and adjusted, for example, by the vehicle manufacturer and / or the driver.

[0007] Furthermore, positioning the feedback arrangement on or in the shared holding element offers several other advantages. For example, a larger motor or drive can be used for a vibration device of the haptic feedback arrangement, the speed of which can be more optimally adjusted to ensure optimal sensing by the driver than with a smaller motor or drive. For example, larger motors or drives can generate particularly intense haptic feedback signals in winter, so that the driver can perceive them even when wearing thick shoes. In addition, larger motors or drives of the vibration device can generally be operated at lower speeds and are therefore quieter than a high-speed vibration device. At lower speeds, noise insulation towards the front passenger is also easier.In addition, the feedback arrangement can be connected to the common holding element and is preferably positioned under a support which, for example, comprises damping elements and / or a foam filling and is arranged between the holding element and a carpet from which the pedal heads of the two pedal units protrude. This can improve noise insulation for both passengers and the driver. Ideally, the driver only feels a vibration of the pedal unit they operate, and the front passengers ideally hear nothing. Since only one feedback arrangement is used for two target elements, cost and weight reduction are also possible. Preferably, the common holding element can be designed with a more oscillatable design so that the haptic feedback generated by the feedback arrangement is not excessively dampened.It is also conceivable to mount the common retaining element on the vehicle body in a vibration-decoupled manner.

[0008] Embodiments of the present invention provide a pedal arrangement for a vehicle, comprising two pedal units, each of which can be used to control a vehicle function, and a common holding element having two receiving openings. The two pedal units are each inserted and held in a corresponding receiving opening of the common holding element. A common feedback arrangement is arranged between the two receiving openings on the common holding element or is integrated into the common holding element and is designed to generate a predeterminable haptic feedback and to output it to the driver's foot via the common holding element and the two pedal units.

[0009] The measures and further developments listed in the dependent claims make advantageous improvements to the pedal arrangement for a vehicle specified in independent patent claim 1 possible.

[0010] It is particularly advantageous that the common feedback arrangement can comprise a vibration device which is designed to generate vibration signals with an adjustable frequency and / or an adjustable intensity and to output them to the driver's foot via the common holding element and the two pedal units.

[0011] In an advantageous embodiment of the pedal arrangement, the vibration device can be designed as a vibration motor with at least one eccentric mass or as a linear resonance actuator. A vibration motor is understood here as a rotating electric motor on whose shaft at least one mass is mounted as an eccentric, generating vibrations during operation. In a linear resonance actuator, a mass is usually magnetically accelerated along one axis, emitting impulses in the process. The size of the vibration device used can be defined by the desired perceptible impulse on the driver's foot and by customer requirements. The exact mounting position can be central or off-center. The vibration device can emit vibration signals to the driver as haptic feedback during braking and acceleration and does not need to be duplicated for this purpose.

[0012] In a further advantageous embodiment of the pedal assembly, the common retaining element can be mounted in a vibration-decoupled manner on a partition wall between the engine compartment and the vehicle interior, or on a vehicle floor. By mounting the pedal assembly on the vehicle floor and not on the partition wall, where conventional pedal assemblies are located, this newly gained installation space can be used for other components.

[0013] In a further advantageous embodiment of the pedal assembly, the common retaining element can be designed as a retaining plate with multiple recesses and reinforcing struts. The retaining plate can be designed in a "honeycomb" configuration with recesses of varying sizes and shapes. These recesses can reduce weight. The retaining plate can be manufactured cost-effectively and in large quantities, for example, as a plastic injection-molded part, an extruded profile, or a die-cast part.

[0014] In a particularly advantageous embodiment of the pedal assembly, the common feedback assembly can be arranged on one of the reinforcement struts, which connects the edges of the two receiving openings. The feedback assembly can preferably be positioned centrally between the two pedal assemblies, so that both pedal units can receive similarly intense haptic feedback. However, an off-center arrangement between the two pedal units is also conceivable.

[0015] In a further advantageous embodiment of the pedal assembly, the common feedback arrangement can pass through a through-hole provided in the reinforcement strut, which connects the edges of the two receiving openings. A corresponding vibration motor can comprise two unbalanced masses or eccentric masses. A first unbalanced mass or eccentric mass can be arranged on one side of the through-hole, and a second unbalanced mass or eccentric mass can be arranged on an opposite side of the through-hole.

[0016] In a further advantageous embodiment of the pedal arrangement, the two pedal units can each comprise a modular pedal head for absorbing the actuation force of a driver's foot. In this case, the pedal head can comprise a pad carrier and a replaceable pedal pad and can be connected to a housing cover that can be moved with a small stroke along a vertical direction of the respective pedal unit. The pedal head has a relatively fixed position and, in conjunction with the movable housing cover, has only a small stroke along the vertical direction of the respective pedal unit. The small stroke of the housing cover in the vertical direction of the pedal unit is preferably in the range of 1 mm to 10 mm. If the housing cover is arranged on a bending beam, the small stroke can even be less than 1 mm and reduced to a value in the micrometer range.One advantage of pedal units with a short travel is the ability to position the respective pedal unit, with the exception of the movable housing cover and the pedal head, in a vehicle interior panel or under a carpet so that only the pedal head is visible. The carpet can then be positioned on the carrier element or on a manufacturer's support, which may contain damping elements and / or a foam filling. This means that a cutout in the carpet is limited to the size of the movable cover. If the carpet also had to take into account the larger contour of the pedal head, the cutout would have to be larger, which would have a negative impact on the overall appearance. With retrofittable pedal heads, the cutouts in the carpet are reduced to the bare minimum, and they are almost completely covered by the pedal heads installed afterwards.The carpet cutout can be made even smaller if the carpet rests on top of a modified movable cover, leaving only the cutout for the installation of the pedal head or the pad carrier or the size of the components of the fastening arrangement arranged on the movable cover.

[0017] In a further advantageous embodiment of the pedal arrangement, the pedal pad can be detachably and positively and / or non-positively connected to the pad carrier, which can be detachably and positively and / or non-positively connected to the movable housing cover. The pedal pad can preferably have a support structure to provide better grip for the driver's foot. The pedal pad is subject to wear through constant use. Sometimes the vehicle owner wants to replace the pedal pad with another approved version due to wear or for optical reasons (design). Since replacing the pedal pad requires the application of force, for example because rubber lips have to be widened in order to detach the pedal pad from the pad carrier or to fix it on the pad carrier, it is advantageous to detach the pedal head from the movable housing cover beforehand. This means that all work on the pedal pad orcan be carried out on the pad carrier in the disassembled state without exerting force on the movable housing cover or the sensor housing with the sensor arrangement. Due to the modular design of the pedal head and the detachable fastening of the pedal head to the movable housing cover, the pedal pad can be easily replaced after the pedal head has been disassembled without damaging the movable cover or the sensor housing. The pad carrier can be connected to the movable housing cover in a form-fitting and / or force-fitting manner. Quick assembly of the pad carrier on the movable housing cover or quick disassembly of the pad carrier can be achieved, for example, by connecting the pad carrier to the movable housing cover without the need for tools using a snap-in and / or plug-in connection. For disassembly, at least one simple auxiliary tool can then be used to release the snap-in and / or plug-in connection.This means that the positive and / or non-positive connection can preferably be released using at least one simple auxiliary tool.

[0018] In addition, Poka-Yoke measures, i.e. geometric component measures, can be taken between the movable housing cover and the lining carrier, which make incorrect assembly of the lining carrier on the movable housing cover impossible, for example by ensuring that the lining carrier can only be mounted on the movable housing cover in its correct position.

[0019] In a further advantageous embodiment of the pedal assembly, the movable housing cover can be connected to a sensor housing in an axially movable manner. For this purpose, the movable housing cover can have a circumferential collar that covers the wall of the sensor housing or can be enclosed by the wall of the sensor housing. This enables axial movement of the movable housing cover relative to the sensor housing.

[0020] In a further advantageous embodiment of the pedal arrangement, at least one sensor arrangement can be arranged in the sensor housing, which sensor arrangement is designed to detect and evaluate the lifting movement of the movable housing cover. At least one external electrical interface can be arranged on the sensor housing, via which the at least one sensor arrangement can be contacted and / or supplied with power. The at least one sensor arrangement can be electrically connected to a vehicle control unit via the at least one external electrical interface. The at least one sensor arrangement can comprise a movable measured value transmitter and sensor electronics. The at least one sensor arrangement can, for example, be designed to detect the slight lifting movement of the movable housing cover without contact.In this case, sensor electronics can be understood as an electrical circuit or assembly with at least one sensor element that can detect, process, or evaluate magnetic and / or inductive and / or capacitive signals from the sensor without contact. A Hall sensor based on a magnetic principle can preferably be used for the contactless detection of the small stroke movement. Additionally or alternatively, a force sensor can also be used to detect the stroke movement. This force sensor is coupled to the movable housing cover via a return spring. In this case, the variable spring force can be converted into voltage changes, for example in a sensor element designed as a strain gauge, which can then be amplified and evaluated.Of course, other suitable measuring methods known from the prior art, such as optical, inductive or capacitive measuring methods, can also be used to detect and evaluate the slight stroke of the movable housing cover. The sensor electronics can comprise a circuit board and at least one electrical or electronic component arranged on the circuit board. The at least one component can, for example, be a so-called ASIC component or a microcontroller, which can contain a wide variety of functions for detecting and evaluating the sensor signals. However, it is also possible for the at least one component to be embodied as an integrated circuit or as a discrete component. Software modules, which are present, for example, on the microcontroller, can also be used to evaluate and / or further process the detected signals.Also advantageous is a computer program product with program code stored on a machine-readable medium such as a semiconductor memory, a hard disk memory, or an optical memory, which is used to perform the evaluation when the program is executed. Furthermore, the evaluation of the sensor signals can also be carried out entirely or at least partially in the vehicle control unit electrically connected to the at least one sensor arrangement.

[0021] An embodiment of the invention is illustrated in the drawings and explained in more detail in the following description. In the drawings, like reference numerals designate components or elements that perform the same or similar functions. Short description of the drawings Fig. 1 shows a schematic perspective top view of a section of a footwell of a vehicle with an embodiment of a pedal arrangement according to the invention. Fig. 2 shows a schematic perspective side view of the section of the footwell of the vehicle from Fig. 1. Fig. 3 shows a schematic perspective top view of the pedal arrangement according to the invention for a vehicle from Fig. 1 and Fig. 2. Fig. 4 shows a schematic perspective view of an embodiment of a first pedal unit designed as an accelerator pedal of the pedal arrangement according to the invention for a vehicle from Fig. 1 to 3. Embodiments of the invention

[0022] As from Fig. 1 to 4, the illustrated embodiment of a pedal arrangement 10 according to the invention for a vehicle comprises two pedal units 10, via each of which a vehicle function can be controlled, and a common holding element 5 which has two receiving openings 5.1. The two pedal units 10 are each inserted and held in a corresponding receiving opening 5.1 of the common holding element 5. In this case, a common feedback arrangement 26 is arranged between the two receiving openings 5.1 on the common holding element 5 or is integrated into the common holding element 5 and is designed to generate a predeterminable haptic feedback and to output it to the driver's foot via the common holding element 5 and the two pedal units 10.

[0023] As from Fig. 1 to 3, the illustrated pedal arrangement 1 comprises a first pedal unit 10 designed as an accelerator pedal 5B for performing an acceleration function, which is arranged on the right in the illustration on the holding element 5, and a second pedal unit 10B designed as a brake pedal 5A for performing a braking function, which is arranged on the left in the illustration on the holding element 5. In this case, the common holding element 5 in the illustrated embodiment is fastened in a vibration-decoupled manner to a partition wall 7 between the engine compartment and the vehicle interior. In an alternative embodiment of the pedal arrangement 1 (not shown), the common holding element 5 is fastened to a vehicle floor.

[0024] In the first pedal unit 10, embodied as an accelerator pedal 10A, the haptic feedback signal is generated by the feedback arrangement 26, for example, to signal to the driver that their request for an acceleration kickdown has been recognized. For this purpose, a corresponding drive control unit (not shown) controls the feedback arrangement 26 using appropriate control signals. In the second pedal unit 10, embodied as a brake pedal 10B, the haptic feedback signal is generated by the feedback arrangement 26, for example, to signal to the driver that an anti-lock braking system (ABS) is currently being controlled. For this purpose, a corresponding brake control unit (not shown) controls the feedback arrangement 26 using appropriate control signals. The generated haptic feedback signals can be influenced in terms of signal form and / or signal duration and / or intensity by appropriate control signals.These control signals can be specified and adjusted, for example, by the vehicle manufacturer and / or the driver. Of course, haptic feedback signals can also be generated and output by the feedback arrangement 26 in other driving situations. For example, dangerous situations and / or detected fatigue can be indicated to the driver, and fuel-saving tips can be provided.

[0025] As is particularly evident from Fig. 2 and Fig. 3, the common holding element 5 in the illustrated embodiment is designed as a “honeycomb” holding plate 5A with several recesses and reinforcing struts 5.2. As can be seen in particular from Fig. 3, the common feedback arrangement 26 is arranged on one of the reinforcement struts 5.2, which connects the edges of the two receiving openings 5.1. In the illustrated embodiment, the common feedback arrangement 26 extends through a through opening (not further designated) which is formed centrally in the reinforcement strut 5.2. The common feedback arrangement 26 comprises a vibration device 28, which in the illustrated embodiment is designed as a vibration motor 28A with two unbalanced masses 28.1 or eccentric masses and generates vibration signals with an adjustable frequency and / or an adjustable intensity and outputs them to the driver's foot via the common holding element 5 and the two pedal units 10. As can be seen from Fig. As can be further seen in Figure 3, a first imbalance 28.1 or eccentric mass is arranged on one side of the through-opening, and a second imbalance 28.1 or eccentric mass is arranged on an opposite side of the through-opening. The size of the vibration device 28 used can be defined by the desired perceptible impulse on the driver's foot and by customer requirements.

[0026] In alternative embodiments of the pedal assembly 1 (not shown), the vibration device 28 is designed as a linear resonance actuator. In the linear resonance actuator, a mass is typically magnetically accelerated along one axis, thereby emitting pulses.

[0027] As from Fig. As can be further seen in Figures 1 to 4, the two pedal units 10 each comprise a modular pedal head 20 for absorbing the actuation force of a driver's foot. The pedal head 20 comprises a pad carrier 22 and a replaceable pedal pad 24 and is connected to a housing cover 12 that is movable with a small stroke along a vertical direction z of the respective pedal unit 10. The pedal pad 24 is detachably and positively and / or non-positively connected to the pad carrier 22, which is detachably and positively and / or non-positively connected to the movable housing cover 12. In the illustrated embodiment, the pedal covering 24 of the pedal head 20 comprises a curved deep-drawn shell 24.1 made of stainless steel, which is combined with a curved rubber component 24.2 in such a way that a knob-shaped support structure 24.3 protruding from the deep-drawn shell 24.1 is formed on an upper side of the deep-drawn shell 24.1. The support structure 24.3, slipping of the driver's foot can be prevented or at least made more difficult. The pad carrier 22 is attached to the movable housing cover 12 and secured to the movable housing cover 12 by fastening elements or locking elements that are not shown or labeled in detail.

[0028] As is particularly evident from Fig. 4, the movable housing cover 12 in the illustrated embodiments is hat-shaped with a cylindrical spring receptacle (not shown in detail), onto which the lining carrier 22 is slipped. The movable housing cover 12 has a circular shape with a circumferential collar 12.1 which covers the wall of the sensor housing 16. Alternatively, the circumferential collar 12.1 of the housing cover 12 can be enclosed by the wall of the sensor housing 16. This enables an axial relative movement of the movable housing cover 12 to the sensor housing 16. The cylindrical spring receptacle is closed at one end by a cover (not shown in detail) and has a receiving opening for the return spring (not shown in detail) at the other end.Here, the cover of the spring retainer faces the pedal head 20 with the pad carrier 22, and the receiving opening faces the sensor housing 16, so that the return spring (not shown in detail) is arranged between the cover of the spring retainer and a base of the sensor housing (not shown in detail). The pad carrier 22 has a recess (not shown in detail) which at least partially accommodates the cover of the cylindrical spring retainer or the cylindrical spring retainer. As can be seen from . Fig. 2 to 4, a bellows-like circumferential seal 14 covers the movable housing cover 12 and the sensor housing 16 in a fluid-tight manner in the overlap area. To illustrate the overlap area, Fig. 4 a section of the seal 14 is cut out.

[0029] As from Fig. 1 and Fig. 2, the two pedal units 5, except for the movable cover 12 and the pedal head 20, are positioned under a carpet 3 so that only the pedal head 20 is visible. The carpet 3 is positioned on a support (not shown in detail for reasons of clarity), which in turn is mounted on the holding element 5 designed as a carrier plate 5A. As can be seen from Fig. 1 to 4, the pedal units 10 of the illustrated pedal assembly 1 no longer have a rod for the pedal head 20. This improves the appearance, but also the crash safety. As can be seen from Fig. 1 and Fig. 2, the cutouts of the carpet 3 are limited only to the size of the fastening components by means of which the covering carrier 22 is fastened to the movable housing cover 12.

[0030] A sensor assembly 17, shown in dashed lines, is arranged in the sensor housing 9. This assembly comprises at least one sensor element and corresponding sensor electronics for detecting and evaluating the small stroke movement of the movable housing cover 12 in the range of 1 mm to 10 mm. When the housing cover 12 is arranged on a bending beam, the small stroke can even be less than 1 mm and reduced to a value in the micrometer range.

[0031] As from Fig. 2 and Fig.As can be further seen in Figure 4, an external electrical interface 19 is arranged on an underside of the sensor housing 16, via which the respective pedal unit 10 can be electrically connected to a corresponding control unit. The at least one sensor arrangement 17 arranged within the sensor housing 16 is contacted and / or supplied with power via this external electrical interface 19. The first pedal unit 10, designed as an accelerator pedal 10A, is electrically connected to a drive control unit (not shown in detail), and the second pedal unit 10, designed as a brake pedal 10B, is electrically connected to a brake control unit (not shown in detail). QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 103 12 547 A1

[0003] DE 102 39 913 A1

[0004] DE 10 2023 204 205 A1

[0005]

Claims

[1] Pedal arrangement (1) for a vehicle, with two pedal units (10), via each of which a vehicle function can be controlled, and a common holding element (5) which has two receiving openings (5.1), wherein the two pedal units (10) are each inserted and held in a corresponding receiving opening (5.1) of the common holding element (5), wherein a common feedback arrangement (26) is arranged between the two receiving openings (5.1) on the common holding element (5) or is integrated into the common holding element (5) and is designed to generate a predeterminable haptic feedback and to output it to the driver's foot via the common holding element (5) and the two pedal units (10). [2] Pedal arrangement (1) according to claim 1, characterized bythat the common feedback arrangement (26) comprises a vibration device (28) which is designed to generate vibration signals with an adjustable frequency and / or an adjustable intensity and to output them to the driver's foot via the common holding element (5) and the two pedal units (10). [3] Pedal arrangement (1) according to claim 2, characterized by that the vibration device (28) is designed as a vibration motor (28A) with at least one eccentric mass or as a linear resonance actuator. [4] Pedal arrangement (1) according to one of claims 1 to 3, characterized by that the common holding element (5) is attached to a partition wall (7) between the engine compartment and the vehicle interior or to a vehicle floor in a vibration-decoupled manner. [5] Pedal arrangement (1) according to one of claims 1 to 4, characterized by that the common holding element (5) is designed as a holding plate (5A) with several recesses and reinforcing struts (5.2). [6] Pedal arrangement (1) according to claim 5, characterized by that the common feedback arrangement (26) is arranged on one of the reinforcing struts (5.2) which connects the edges of the two receiving openings (5.1) to one another. [7] Pedal arrangement (1) according to claim 5, characterized by that the common feedback arrangement (26) passes through a through opening which is introduced into one of the reinforcing struts (5.2) and which connects the edges of the two receiving openings (5.1) to one another. [8] Pedal arrangement (1) according to one of claims 1 to 7, characterized by that the two pedal units (10) each comprise a modular pedal head (20) for absorbing an actuating force of a driver's foot. [9] Pedal arrangement (1) according to claim 8, characterized bythat the pedal head (20) comprises a pad carrier (22) and a replaceable pedal pad (24) and is connected to a housing cover (12) which is movable with a small stroke along a vertical direction (z) of the respective pedal unit (10). [10] Pedal arrangement (1) according to claim 9, characterized by that the pedal pad (24) is detachably and positively and / or non-positively connected to the pad carrier (22), which is detachably and positively and / or non-positively connected to the movable housing cover (12). [11] Pedal arrangement (1) according to claim 9 or 10, characterized by that the movable housing cover (12) is axially movably connected to a sensor housing (16). [12] Pedal arrangement (1) according to claim 11, characterized by that at least one sensor arrangement (17) is arranged in the sensor housing (16), which is designed to detect and evaluate the lifting movement of the movable housing cover (12). [13] Pedal arrangement (1) according to one of claims 1 to 12, characterized by that a first pedal unit (10) is designed as an accelerator pedal (10A) for controlling an acceleration function and a second pedal unit (10) is designed as a brake pedal (10B) for controlling a braking function.

Images