Electric pedal for automobiles

Abstract

The present invention relates to an electric pedal for an automobile, comprising a drive bracket, a drive mechanism and a pedal, the drive bracket and the drive mechanism being attached to the same side of the bottom of the vehicle body. The drive bracket comprises a first transmission mechanism and a first connecting rod, the front end of the first connecting rod is fixedly connected to the pedal, the first transmission mechanism drives the first connecting rod to be deployed and retracted, the drive shaft of the drive mechanism is directly fixedly connected to the first transmission mechanism, and drives the first transmission mechanism to be deployed and retracted, the first connecting rod drives the pedal to move downward outside the vehicle body when moving from a retracted state to a deployed state, the angle between the upper surface of the pedal and the ground is 3 to 8 degrees when the pedal is in the retracted state, and the upper surface of the pedal and the ground are approximately parallel when the pedal is in the deployed state. Since the drive shaft of the drive mechanism of the present invention is directly connected to the first transmission mechanism of the drive bracket, the conventional gear transmission mechanism is omitted, the manufacturing cost is reduced, and the generation of abnormal noise is reduced. When the pedal is in the stored state, the angle between the upper surface of the pedal and the ground is 3 to 8 degrees, so that no horizontal outward force component is generated, ensuring that the pedal is stored in the designated position.

Description

[Technical field]

[0001] The present invention relates to the technical field of automobile pedals, and in particular to electric automobile pedals. [Background technology]

[0002] Vehicle pedals can be divided into fixed pedals and telescopic pedals. As the name suggests, fixed pedals cannot realize the telescopic function of the pedal, and the pedal is always deployed on the side wall of the vehicle body when installed, while telescopic pedals can realize the function of storing the pedal when not in use and deploying the pedal when in use by using a telescopic support structure. When the pedal is retractable, it is located at the lower end of the side of the vehicle body without protruding from the outside of the vehicle body, so that the pedal does not collide with obstacles when the vehicle passes through a narrow section, and damage to the pedal is avoided.

[0003] However, the telescopic pedal of the prior art has many drawbacks and defects due to the unreasonable design of the telescopic support structure.

[0004] 1. When the pedal is in the stored state, the driven bracket structure is not stored tightly and will fall or come loose.

[0005] 2. The output end of the motor and the driving shaft are complex gear transmissions, which make it difficult to ensure the high manufacturing precision, and the processing cost of the gear transmission mechanism is high. In addition, the gear transmission is prone to generate abnormal noise.

[0006] 3. The drive shaft and the drive arm are not firmly connected, causing relative sliding (mainly the rotation of the drive shaft relative to the drive arm), resulting in abnormal noises.

[0007] 4. The transmission shaft and its connecting members are fixed with lock bolts, and because of the clearance engagement between the shaft and the shaft hole, there is a gap, which makes it unable to withstand vibration or impact, resulting in deformation or breakage.

[0008] 5. The drive shaft and the corresponding shaft hole are mostly made of copper-plated iron shaft sleeves, which will have poor lubrication effect after long-term wear, and will cause abnormal noise with the continuous loss of lubrication effect.

[0009] 6. The shock absorbing pad is installed between the driving arm and the support arm, so that the torque received by the driving shaft is large, and the stability and life of the driving mechanism are low.

[0010] US Patent Specification (US10649483B2) discloses an electric pedal for automobiles, which has the above-mentioned defects and urgently needs to be improved. Summary of the Invention

[0011] The object of the present invention is to provide an electric pedal for an automobile that solves the technical problems existing in the conventional electric pedal for an automobile described above. The drive shaft of the drive mechanism of the electric pedal is directly connected to the first transmission mechanism of the drive bracket, and the conventional gear transmission mechanism is omitted, which reduces the manufacturing cost and reduces the generation of abnormal noise. When the pedal is in the stored state, the angle between its upper surface and the ground is 3 to 8 degrees, which prevents the generation of a horizontal outward component force and ensures that the pedal is stored in a specified position.

[0012] In order to achieve the above object, the technical means of the present invention are as follows.

[0013] 1. An electric pedal for an automobile comprising: a drive bracket, a drive mechanism, and a pedal, the drive bracket and the drive mechanism all being attached to the same side of a bottom of a vehicle body, the drive bracket comprising a first transmission mechanism and a first connecting rod, a front end of the first connecting rod being fixedly connected to the pedal, the first transmission mechanism driving the deployment and storage of the first connecting rod, a drive shaft of the drive mechanism being directly and fixedly connected to the first transmission mechanism, and driving the deployment and storage of the first transmission mechanism to deploy and store the first connecting rod, the first connecting rod driving the pedal to move downwardly outside the vehicle body when moving from a stored state to a deployed state, and an angle between an upper surface of the pedal and the ground is 3 to 8 degrees when the pedal is in the stored state, and the upper surface of the pedal and the ground are approximately parallel when the pedal is in the deployed state.

[0014] An electric pedal for an automobile, characterized in that the drive mechanism includes a drive motor attached to the bottom of the vehicle body, a gear box is attached to the output end of the drive motor, and the gear box is connected to a first transmission mechanism by a drive shaft.

[0015] The first transmission mechanism includes a first connecting base, a first driving arm and a first support arm, the driving shaft passes through the first connecting base and is fixedly connected to one end of the first driving arm, the other end of the first driving arm is rotatably connected to a first connecting rod, and both ends of the first support arm are rotatably connected to the first connecting base and the first connecting rod, respectively.

[0016] The first connecting rod is provided with a connection ear, and the connection ear is formed with two first and second shaft holes perpendicular to the connection ear, and the axis of the first shaft hole and the axis of the second shaft hole are parallel to each other. The first connecting base is provided with a connection plate, and the connection plate is formed with two third and fourth shaft holes perpendicular to the connection plate, and the axis of the third shaft hole and the axis of the fourth shaft hole are parallel to each other. The first support arm has a first transmission shaft fixed to one end and a second transmission shaft fixed to the other end. an electric pedal for an automobile, wherein a first transmission shaft of the first support arm engages with a first shaft hole of a first connecting rod, and a second transmission shaft of the first support arm engages with a third shaft hole of a first connecting seat, and a third drive shaft is fixedly provided at one end of the first drive arm, the third drive shaft of the first drive arm engages with the second shaft hole of the first connecting rod, and the drive shaft is fixedly connected to the other end of the first drive arm and engages with a fourth shaft hole of the first connecting seat.

[0017] an electric pedal for an automobile, wherein a fifth shaft hole for mounting a first transmission shaft and a sixth shaft hole for mounting a second transmission shaft are formed through both ends of the first support arm, the axes of the fifth shaft hole and the sixth shaft hole being parallel to each other; and the first drive arm has a seventh shaft hole for mounting a third transmission shaft formed through one end and an eighth shaft hole for mounting a drive shaft formed through the other end, the axes of the seventh shaft hole and the eighth shaft hole being parallel to each other.

[0018] An electric pedal for an automobile, characterized in that a transmission shaft rotating device is provided on each end of the first support arm, and the first drive arm has a transmission shaft rotating device provided at one end and a drive shaft locking device provided at the other end.

[0019] The transmission shaft rotating device includes a shaft sleeve, both ends of the first transmission shaft, the second transmission shaft and the third transmission shaft are rotatably engaged with the shaft sleeve, a central portion of the first transmission shaft is interference-lock engaged with a first shaft hole of a first connecting rod, a central portion of the second transmission shaft is interference-lock engaged with a third shaft hole of a first connecting base, and a central portion of the third transmission shaft is interference-lock engaged with a second shaft hole of the first connecting rod.

[0020] an electric pedal for an automobile, the electric pedal comprising: a first lock bolt and a square fixed block; a flat groove formed in a central portion of the drive shaft; a first through hole that is perpendicular to and coaxial with the eighth shaft hole at one end of the first drive arm connected to the drive shaft; the square fixed block is inserted into the eighth shaft hole from one side of the first drive arm and engages with the flat groove of the drive shaft; a first screw hole that is coaxial with the square fixed block; and a first lock bolt inserted into the first through hole from the other side of the first drive arm and screwed into the first screw hole.

[0021] 13. An electric pedal for an automobile, comprising: a shaft sleeve provided in each of the fifth shaft hole, the sixth shaft hole, and the seventh shaft hole; and a shaft sleeve provided in the fourth shaft hole.

[0022] An electric pedal for an automobile further comprising at least one driven bracket, the driven bracket including a second transmission mechanism and a second connecting rod, a front end of the second connecting rod being fixedly connected to a pedal, and the driving bracket driving the second transmission mechanism to synchronously deploy and retract the second connecting rod by the pedal, thereby synchronously deploying and retracting the second connecting rod.

[0023] The driven bracket has the same structure as the driving bracket, i.e., the driven bracket does not have a driving mechanism and a driving shaft, and a fourth transmission shaft is used instead of the driving shaft, but is composed of a second connecting base, a second driving arm, a second support arm and a second connecting rod.

[0024] An electric pedal for an automobile, characterized in that a sunken groove with a shock absorbing pad attached thereto is formed on either side of the first connecting rod and the second connecting rod facing the first support arm and the second support arm.

[0025] The pedal has a T-groove in which a connection block having a T-shaped cross section is attached, and front ends of a first connecting rod and a second connecting rod have grooves that engage with the connection block, and the connection block has a second screw hole for locking the pedal.

[0026] 1. An electric pedal for a vehicle, wherein an upper surface of the pedal forms an acute angle with a ground when the pedal is in a stored position or an extended position.

[0027] An electric pedal for an automobile, wherein the angle at which the upper surface of the pedal is tilted inward is 0 to 5 degrees.

[0028] The present invention has the above technical means and therefore has the following advantages.

[0029] 1. The present invention has a special support structure, which ensures that the pedal is stored and deployed in a horizontal or similar state, and ensures that the pedal is stored in a specified position, and prevents the pedal from being deployed during the vehicle's travel, affecting the vehicle's passage and causing danger. In particular, when the pedal is stored, the angle between the upper surface of the pedal and the ground is 3 to 8 degrees, which prevents the generation of a horizontal outward component force and ensures that the pedal is stored in a specified position.

[0030] 2. The output shaft of the driving mechanism of the present invention is the driving shaft, which replaces the traditional gear transmission mechanism and has good self-locking function.

[0031] 3. In the present invention, the drive shaft and the first drive arm are locked by the first locking bolt, so that the front surface of the square fixing block is pressed against the flat groove of the drive shaft, and the connection between the drive shaft and the first drive arm is strong.

[0032] 4. In the present invention, all transmission shafts and corresponding support arms or drive arms are fixed together by interference lock engagement, which is stronger and more resistant to vibration and shock than fixing to the shaft holes of the corresponding support arms or drive arms with lock bolts.

[0033] 5. In the present invention, all the transmission shafts and the shafts between the drive shafts and the shaft holes are equipped with shaft sleeves made of special materials, which have good self-lubricating effect, and therefore, noise caused by the deterioration of the lubricating effect after long-term use can be avoided.

[0034] 6. In the present invention, the first connecting rod, the second connecting rod and the pedal are fixed by the connecting block. The pedal is formed with a T-shaped groove for mounting the connecting block. The front ends of the first connecting rod and the second connecting rod are each formed with a groove that engages with the corresponding connecting block, so that the force between the pedal and the first connecting rod and the second connecting rod is not completely dependent on the bolt, and the force is transmitted to the outer wall of the connecting block. In addition, even after the auxiliary connection by the connecting block is adopted, it can be used to detect whether the mounting position of the driving bracket and the driven bracket is correct. [Brief description of the drawings]

[0035] [Figure 1] FIG. 4 is a schematic diagram of the drive bracket of the present invention in a stowed state. [Diagram 2] FIG. 2 is a schematic diagram of the drive bracket of the present invention in an expanded state. [Diagram 3] 1 is a schematic diagram showing a three-dimensional exploded structure of an electric pedal for an automobile according to the present invention; [Figure 4]FIG. 2 is a schematic exploded view of the driving bracket of the present invention; [Diagram 5] FIG. 2 is a schematic exploded view of the driven bracket of the present invention; [Figure 6] FIG. 3 is an enlarged schematic view of a portion A in FIG. 2. [Figure 7] 11A-11C are schematic diagrams illustrating the movement of the drive bracket of the present invention from a stowed position to a deployed position. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0036] 1 to 7, the present invention discloses an electric pedal for an automobile. As shown in the figures, the electric pedal for an automobile includes a drive bracket 2, a drive mechanism 4, and a pedal 5. The drive bracket 2 and the drive mechanism 4 are both attached to the same side of the bottom of the vehicle body 1. The electric pedal has the following features. The drive bracket 2 includes a first transmission mechanism and a first connecting rod 2d. The front end of the first connecting rod 2d is fixedly connected to the pedal 5. The first transmission mechanism drives the first connecting rod 2d to be deployed and retracted. The drive shaft 4c of the drive mechanism 4 is directly fixedly connected to the first transmission mechanism, and drives the first transmission mechanism to be deployed and retracted, thereby deploying and retracting the first connecting rod 2d. The first connecting rod 2d drives the pedal 5 to move downward outside the vehicle body 1 when moving from a retracted state to a retracted state. When the pedal 5 is in a retracted state, the angle between the upper surface of the pedal 5 and the ground 7 is 3 to 8 degrees 28. When the pedal 5 is in the deployed state, the upper surface of the pedal 5 and the ground 7 are approximately parallel to each other.

[0037] 1, 2 and 4, in the present invention, the drive mechanism 4 includes a drive motor 4a attached to the bottom of the vehicle body 1. A gear box 4b is attached to the output end of the drive motor 4a. The gear box 4b is connected to a first transmission mechanism by a drive shaft 4c.

[0038] In the present invention, the first transmission mechanism includes a first connecting base 2a, a first driving arm 2b, and a first supporting arm 2c. The driving shaft 4c passes through the first connecting base 2a and is fixedly connected to one end of the first driving arm 2b. The other end of the first driving arm 2b is rotatably connected to a first connecting rod 2d. Both ends of the first supporting arm 2c are rotatably connected to the first connecting base 2a and the first connecting rod 2d, respectively.

[0039] In the present invention, the first connecting rod 2d is provided with a connection ear 6. The connection ear 6 is formed with two shaft holes, a first shaft hole 10 and a second shaft hole 11, which are perpendicular to the connection ear 6. The axis of the first shaft hole 10 and the axis of the second shaft hole 11 are parallel to each other. The first connecting base 2a is provided with a connection plate 8. The connection plate 8 is formed with two shaft holes, a third shaft hole 12 and a fourth shaft hole 13, which are perpendicular to the connection plate 8. The axis of the third shaft hole 12 and the axis of the fourth shaft hole 13 are parallel to each other. The first support arm 2c is provided with a first transmission shaft 18 fixed to one end and a second transmission shaft 19 fixed to the other end. The first transmission shaft 18 of the first support arm 2c engages with the first shaft hole 10 of the first connecting rod 2d. The second transmission shaft 19 of the first support arm 2c engages with the third shaft hole 12 of the first connecting seat 2a. A third drive shaft 20 is fixedly provided at one end of the first drive arm 2b. The third drive shaft 20 of the first drive arm 2b engages with the second shaft hole 11 of the first connecting rod 2d. The drive shaft 4c is fixedly connected to the other end of the first drive arm 2b and engages with the fourth shaft hole 13 of the first connecting seat 2a.

[0040] In the present invention, a fifth shaft hole 14a for mounting a first transmission shaft 18 and a sixth shaft hole 14b for mounting a second transmission shaft 19 are formed penetrating both ends of the first support arm 2c. The axis of the fifth shaft hole 14a and the axis of the sixth shaft hole 14b are parallel to each other. The first drive arm 2b has a seventh shaft hole 15 formed penetrating at one end for mounting a third transmission shaft 20, and an eighth shaft hole 16 formed penetrating at the other end for mounting a drive shaft 4c. The axis of the seventh shaft hole 15 and the axis of the eighth shaft hole 16 are parallel to each other.

[0041] In the present invention, a transmission shaft rotating device is provided at each end of the first support arm 2c. The first drive arm 2b has a transmission shaft rotating device provided at one end and a drive shaft locking device provided at the other end.

[0042] In the present invention, the transmission shaft rotating device includes a shaft sleeve 22. Both ends of the first transmission shaft 18, the second transmission shaft 19 and the third transmission shaft 20 are rotatably engaged with the shaft sleeve 22. A central portion of the first transmission shaft 18 is interference-lock engaged with the first shaft hole 10 of the first connecting rod 2d. A central portion of the second transmission shaft 19 is interference-lock engaged with the third shaft hole 12 of the first connecting base 2a. A central portion of the third transmission shaft 20 is interference-lock engaged with the second shaft hole 11 of the first connecting rod 2d.

[0043] In the present invention, the drive shaft locking device includes a first lock bolt 23 and a square fixed block 29. Flat grooves 4c1, 4c2 are formed in the center of the drive shaft 4c. A first through hole 27 perpendicular to and coaxial with the eighth shaft hole 16 is formed in one end of the first drive arm 2b connected to the drive shaft 4c. The square fixed block 29 is inserted into the eighth shaft hole 16 from one side of the first drive arm 2b and engages with the flat grooves 4c1, 4c2 of the drive shaft 4c. A first screw hole 25 coaxial with the square fixed block 29 is formed in the square fixed block 29. The first lock bolt 23 is inserted into the first through hole 27 from the other side of the first drive arm 2b and screwed into the first screw hole 25.

[0044] In the present invention, the fifth shaft hole 14a, the sixth shaft hole 14b and the seventh shaft hole 15 are all provided with a shaft sleeve 22. The fourth shaft hole 13 is also provided with a shaft sleeve 30.

[0045] As shown in Figures 3 and 5, the electric pedal for a vehicle according to the present invention further includes at least one driven bracket 3. The driven bracket 3 includes a second transmission mechanism and a second connecting rod 3d. A front end of the second connecting rod 3d is fixedly connected to a pedal 5. The driving bracket 2 drives the second transmission mechanism by the pedal 5 to synchronously deploy and retract, thereby synchronously deploying and retracting the second connecting rod 3d.

[0046] 4, the driven bracket 3 has the same structure as the driving bracket 2. That is, the driven bracket 3 does not have the driving mechanism 4 and the driving shaft 4c, and is composed of a second connecting base 3a, a second driving arm 3b, a second supporting arm 3c and a second connecting rod 3d, except that a fourth transmission shaft 21 is used instead of the driving shaft 4c.

[0047] Referring to FIG. 6, a sunken groove in which a shock absorbing pad 31 is attached is formed on either one side of the first connecting rod 2d or the second connecting rod 3d facing the first support arm 2c or the second support arm 3c.

[0048] 3, 4 and 5, in the present invention, the pedal 5 is formed with a T-shaped groove 5a to which a connection block 33 having a T-shaped cross section is attached. A concave groove that engages with the connection block 33 is formed at the front end of the first connecting rod 2d and the second connecting rod 3d. The connection block 33 is formed with a second screw hole 26 for locking the pedal 5.

[0049] In a preferred embodiment, when the pedal 5 is in the stowed position and the deployed position, the upper surface of the pedal 5 forms an acute angle with the ground 7.

[0050] In a preferred embodiment, the angle at which the upper surface of the pedal 5 inclines inward is 0 to 5 degrees.

[0051] In one embodiment of the electric pedal for automobiles according to the present invention, a special support structure design is provided. Here, the drive bracket 2 is directly connected to the drive shaft 4c of the drive mechanism 4. That is, the motor output shaft is the drive shaft 4c, and the gear transmission mechanism is replaced, and the conventional drawback of the pedal 5 being easily generated by driving the extension and retraction of the pedal 5 by the gear transmission mechanism is solved. The complicated gear transmission mechanism is omitted, so that the manufacturing cost of the entire pedal for automobiles is greatly reduced. The drive motor 4a of the drive mechanism 4 is equipped with a gear box 4b, which has a good self-locking function, and combined with the special support structure, it is ensured that the pedal 5 is always positioned horizontally or in a position similar to horizontally during the process of deployment and storage. In particular, when located in the storage position, the angle between the upper surface of the pedal 5 and the ground is 3 to 8 degrees, and no horizontal outward component force is generated. That is, the conventional telescopic pedal 5 does not occur in a state where it is not properly stored due to the above-mentioned horizontal outward component force, and the pedal 5 is not properly stored during the driving process of the automobile, which causes the pedal 5 to be deployed, thereby affecting the passability of the vehicle body and causing danger.

[0052] In the present invention, the fixed connection between the drive shaft 4c and the first drive arm 2b is strong. Specifically, the drive shaft locking device is engaged with the flat grooves 4c1 and 4c2 provided on the drive shaft 4c, and the front of the square fixing block 29 is pressed against the flat grooves 4c1 and 4c2 of the drive shaft 4c by locking with the first lock bolt 23, so that the strength of the connection between the drive shaft 4c and the first drive arm 2b is guaranteed, and the relative sliding caused by the connection between the drive shaft 4c and the first drive arm 2b loosening during long-term use is effectively avoided. All the transmission shafts and the corresponding support arms or drive arms are fixed together by the first lock bolt 23, which is stronger than simply engaging the transmission shafts with the shaft holes of the corresponding support arms or drive arms. All the transmission shafts and between the drive shaft 4c and the shaft holes are provided with shaft sleeves 22 and 30 made of special materials. The shaft sleeves 20, 30 have good self-lubricating effect, so that noise caused by deterioration of lubrication effect after long-term use can be avoided. The first connecting rod 2d and the pedal 5 are connected by the connection block 33, so that the force between the pedal 5 and the first connecting rod 2d is transmitted to the outer wall of the connection block 33 so that the force is not completely dependent on the bolt.

[0053] It is also disclosed that when the pedal 5 of the present invention is in a stored state, the angle at which the upper surface of the pedal 5 and the ground incline inwards is 3 to 8 degrees, so that scattered crushed stone foreign objects may accumulate on the pedal during the vehicle's travel, and the presence of foreign objects on the deployed pedal may affect the ease of use of the pedal and cause a danger when stepped on. When the pedal 5 is in a stored state, the angle at which the upper surface of the pedal 5 and the ground incline inwards is 3 to 8 degrees, so that the gap between the pedal and the vehicle body is reduced, which is advantageous for hiding the pedal when the pedal 5 is in a stored state, and the visibility of the hidden pedal is improved.

[0054] The present invention adopts a special support structure design. The drive bracket 2 is connected to the drive mechanism 4. The drive mechanism 4 drives the drive bracket 2 to be stored or deployed. As shown in the state of FIG. 1, the first drive arm 2b is in close contact with the first support arm 2c. At this time, the pedal 5 provided at the front end of the first connecting rod 2d is in a horizontal state or has a very small angle with the horizontal direction. The forces received by the first connecting rod 2d are its own gravity and the vertical downward force provided by the pedal 5, both of which are vertical. After the drive bracket 2 is stored in a predetermined position, it is affected by the self-locking force of the gear box 4b, and there is no outward pulling force, or the pulling force is very small, which is insufficient to overcome the self-locking force of the gear box 4b, so there is no risk of the drive bracket 2 being deployed or deployed to a certain extent, and the engagement gap between the pedal 5 and the vehicle body 1 is almost the same.

[0055] In the present invention, the first connecting base 2a, the first connecting rod 2d, the first driving arm 2b, and the first support arm 2c constitute a stable four-joint link mechanism. The driving mechanism 4 drives the first connecting rod 2d to be able to be stably deployed and stored, so that the posture of the pedal 5 in the stored and deployed states is guaranteed. That is, it is guaranteed that the upper surface of the pedal 5 is almost parallel to the ground, and therefore it is guaranteed that the force applied by the pedal 5 to the first connecting rod 2d in the stored or deployed state is vertically downward or almost vertically downward, and in particular, it is avoided that the drive bracket 2 is not stored in a predetermined position in the stored state due to the generation of a horizontal outward component force.

[0056] In the present invention, a transmission shaft rotating device is provided at each end of the first support arm 2c. The first drive arm 2b has a transmission shaft rotating device provided at one end and a drive shaft locking device provided at the other end.

[0057] In addition, since the drive shaft 4c adopts a detachable mounting method with respect to the corresponding drive arm, the mounting strength of the drive shaft 4c directly affects the stability of the operation of the drive bracket 2, and an insufficient mounting may cause abnormal noise. Therefore, in the present invention, a drive shaft 4c locking device is provided for the drive shaft 4c.

[0058] In the present invention, the torque that the drive shaft 4c can withstand after the drive shaft 4c and the first drive arm 2b are fixedly connected is much greater than the torque of each of the other transmission shafts, so the drive shaft 4c locking device has a stronger locking function than the transmission shaft locking device. Here, the square fixing block 29 and the first locking bolt 23 are respectively attached to both sides of the first drive arm 2b, and by locking the first locking bolt 23, the front surface of the square fixing block 29 can be more tightly pressed against the flat grooves 4c1 and 4c2 of the drive shaft 4c, so that the drive shaft 4c and the first drive arm 2b are more firmly fixed.

[0059] In the present invention, the fifth shaft hole 14a, the sixth shaft hole 14b and the seventh shaft hole 15 are all provided with a shaft sleeve 22. The fourth shaft hole 13 is also provided with a shaft sleeve 30.

[0060] When the drive shaft 4c and each transmission shaft engage with the corresponding shaft hole to operate, a lubricating medium is usually required between the shaft and the inside of the hole. Since the hole and the shaft are both made of metal, if there is no continuous replenishment of the lubricating medium, friction between the shaft and the shaft hole will cause wear and generate abnormal noise over a long period of time. In order to improve the wear resistance of the shaft and the shaft hole, a special wear resistance treatment is required, which makes the manufacturing process more complicated and the manufacturing cost relatively high. Therefore, in the present invention, each of the shaft holes is provided with a shaft sleeve 22 and a shaft sleeve 30, respectively. The shaft sleeve 22 and the shaft sleeve 30 are both made of a special material with a self-lubricating effect. Since the parts of the shaft sleeve 22 and the shaft sleeve 30 are relatively small, materials different from those of other members can be used, which is convenient for manufacturing and processing, and greatly reduces costs.

[0061] In the present invention, a sunken groove in which a shock absorbing pad 31 is attached is formed on either one side of the first connecting rod 2d and the second connecting rod 3d facing the first support arm 2c and the second support arm 3c.

[0062] When the pedal 5 remains in the stored or deployed position, the drive bracket 2 should have good stability and should minimize collisions and impacts between the various components when the pedal 5 reaches the stored or deployed position. The shock absorbing pad 31 is attached to the inside of the first connecting rod 2d, specifically, on one side facing the first support arm 2c. When the pedal 5 is in the fully deployed position, the first support arm 2c compresses the shock absorbing pad 31. At this time, the first connecting rod 2d, the shock absorbing pad 31, and the first support arm 2c are in close contact with each other, thereby achieving self-locking when the drive bracket 2 is in the deployed position. The shock absorbing pad 31 ensures that the first connecting rod 2d and the first support arm 2c are in close contact with each other, and at the same time reduces the collision between the first support arm 2c and the first connecting rod 2d. When the pedal is depressed for use, the downward gravity is resolved to be received by the first connecting rod 2d and the first support arm 2c, the force received by the first driving arm 2b is reduced, and the torsional force received by the driving shaft 4c of the first driving arm 2b is reduced, thereby improving the stability and lifespan of the driving mechanism 4. When the pedal 5 is stored, the shock absorbing pad 31 of the first connecting rod 2d is similarly compressed by the first driving arm 2b, and the three are brought into close contact, so that the driving bracket 2 is in a different positioning state.

[0063] When the pedal 5 is in the deployed position, the driving bracket 2 should have good stability and also have a self-locking function when reaching the deployed position. Specifically, when the pedal 5 is in the fully deployed position, the first support arm 2c compresses the shock absorbing pad 31. At this time, the first connecting rod 2d, the shock absorbing pad 31, and the first support arm 2c are in close contact with each other to achieve self-locking when the driving bracket 2 and the driven bracket 3 are in the deployed positioning state. A self-locking mechanism is formed at the corresponding position of the shock absorbing pad 31, thereby realizing a self-locking state for the user to step on the electric side pedal.

[0064] In the present invention, the pedal 5 is formed with a T-shaped groove 5a to which a connection block 33 having a T-shaped cross section is attached. The first connecting rod 2d and the second connecting rod 3d are formed at their front ends with recessed grooves that engage with the connection block 33. The connection block 33 is formed with a second screw hole 26 for locking the pedal 5.

[0065] Since the first connecting rod 2d and the pedal 5 are connected by a connection block 33, the force acting between the pedal 5 and the first connecting rod 2d is transmitted to the outer wall of the connection block 33 so that the force acting between the pedal 5 and the first connecting rod 2d is not completely dependent on the bolt.

[0066] When the pedal 5 is in the stored state, the angle at which the upper surface of the pedal 5 and the ground inwardly tilts is 3 to 8 degrees, and when the pedal 5 is in the unfolded state, the upper surface of the pedal 5 and the ground are approximately parallel to each other.

[0067] In an ideal state, regardless of whether the pedal 5 is in the stored position or the deployed position, the upper surface of the pedal 5 is kept horizontal to the ground. Specifically, when the pedal 5 is in the stored position, the force applied to the first connecting rod 2d by the pedal 5 can be kept vertically downward, and no outward horizontal component force is generated, ensuring that the drive bracket 2 is securely stored.

[0068] When the pedal 5 is in the stowed position and the deployed position, the upper surface of the pedal 5 preferably forms an acute angle with the ground.

[0069] In a situation that does not affect use, the upper surface of the pedal 5 may form a small angle with the ground when in the stowed and deployed positions.

[0070] More specifically, when the pedal 5 is in the stored position, the angle at which the upper surface of the pedal 5 inclines inward is 3 to 8 degrees, and when the pedal 5 is in the deployed position, the angle at which the upper surface of the pedal 5 inclines inward is 0 to 5 degrees.

[0071] In order to ensure the reliability of the pedal 5, the inclination direction of the upper surface of the pedal 5 is preferably inward, so that if the sole of the user's foot is relatively slippery, the upper surface of the pedal 5 will be inclined outward to prevent the user from slipping and falling. In order to ensure the aesthetic appearance of the pedal 5 in its deployed state, that is, to prevent the pedal 5 from being tilted too far and affecting the overall appearance of the vehicle, the inward inclination angle of the upper surface of the pedal 5 should be as small as possible, and in this embodiment, it is preferably 0 to 5 degrees.

[0072] Another embodiment of the present invention has a special support structure design. Here, the drive bracket 2 is directly connected to the drive shaft 4c of the drive mechanism 4. That is, the motor output shaft is the drive shaft 4c, and the gear transmission mechanism is replaced, and the conventional drawback of driving the pedal 5 to extend and retract by the gear transmission mechanism, which is prone to generating abnormal noise, is solved. The complicated gear transmission mechanism is omitted, so that the manufacturing cost of the entire automobile pedal is greatly reduced. The drive motor 4a of the drive mechanism 4 is equipped with a gear box 4b, which has a good self-locking function, and combined with the special support structure, it is ensured that the pedal 5 is always located in a horizontal or horizontally similar position during the process of deployment and storage. Especially when located in the storage position, when the pedal 5 is located in the horizontal position, the force applied to the support structure by the pedal's own weight does not generate a horizontal outward component force. That is, the conventional telescopic pedal 5 does not occur in a situation where it is not properly stored due to the above-mentioned horizontal outward component force, and it is avoided that the pedal 5 is not properly stored during the driving process of the automobile, which causes the pedal 5 to be deployed, thereby affecting the passability of the vehicle body and causing danger.

[0073] The fixed connection between the drive shaft 4c and the first drive arm 2b is strong. Specifically, the drive shaft locking device is engaged with the flat grooves 4c1 and 4c2 on the drive shaft 4c, and the front of the square fixing block 29 is pressed against the flat grooves 4c1 and 4c2 on the drive shaft 4c by locking with the first lock bolt 23, so that the connection between the drive shaft 4c and the first drive arm 2b is strong, and the relative sliding caused by the connection between the drive shaft 4c and the first drive arm 2b loosening during long-term use is effectively avoided. All the transmission shafts and the corresponding support arms or drive arms are fixed together by the first lock bolt 23, which is stronger than simply engaging the transmission shafts with the shaft holes of the corresponding support arms or drive arms. All the transmission shafts and between the drive shaft 4C and the shaft holes are provided with shaft sleeves 22 and 30 made of special material. The shaft sleeve 20, 30 has a good self-lubricating effect, so that the noise caused by the deterioration of the lubrication effect after a long period of use is avoided. The first connecting rod 2d and the second connecting rod 3d and the pedal 5 are connected by the connection block 33, so that the force between the pedal 5 and the first connecting rod 2d and the second connecting rod 3d is transmitted to the outer wall of the connection block 33 so that the force between the pedal 5 and the first connecting rod 2d and the second connecting rod 3d is not completely dependent on the bolt. In addition, even after adopting the auxiliary connection by the connection block 33, it can be used to detect whether the mounting position of the driving bracket 2 and the driven bracket 3 is correct. For example, if the first connecting rod 2d of the driving bracket 2 is already connected to the pedal 5 and the groove of the second connecting rod 3d cannot be engaged at a predetermined position with the connection block 33 at the exact corresponding position, it indicates that there is a deviation in the mounting of the driven bracket 3 and the driving bracket 2, and vice versa.

[0074] This embodiment includes at least one driven bracket 3. The driven bracket 3 includes a second transmission mechanism and a second connecting rod 3d. The front end of the second connecting rod 3d is fixedly connected to the pedal 5. The driving bracket 2 drives the second transmission mechanism by the pedal 5 to synchronously deploy and retract, so that the second connecting rod 3d is synchronously deployed and retracted.

[0075] In addition, the present invention adopts a special support structure design, namely, a driving bracket 2 and a driven bracket 3. Here, the driving bracket 2 is connected to a driving mechanism 4. The driving mechanism 4 drives the driving bracket 2 to be stored or deployed. As shown in the state of FIG. 1, taking the driving bracket 2 as an example, the first driving arm 2b is in close contact with the first support arm 2c. At this time, the pedal 5 provided at the front end of the first connecting rod 2d is in a horizontal state or has a very small angle with the horizontal direction. The forces received by the first connecting rod 2d are its own gravity and the vertical downward force provided by the pedal 5, both of which are vertical. After the driving bracket 2 is stored in a predetermined position, the driven bracket 3 is also stored in its original position due to the traction force of the pedal. Affected by the self-locking force of the gearbox 4b, there is no outward pulling force, or the pulling force is very small and insufficient to overcome the self-locking force of the gearbox 4b, so there is no risk of the driving bracket 2 and the driven bracket 3 being deployed or deployed to a certain extent, and the engagement gap between the pedal 5 and the vehicle body 1 is almost consistent.

[0076] The number of the driven brackets 3 is determined based on the length of the pedal 5 in an actual vehicle model. Usually, when the pedal 5 is relatively long, a double support structure of one driving bracket 2 and one driven bracket 3 is adopted, and a multiple support structure of one driving bracket 2 and multiple driven brackets 3 may also be adopted.

[0077] The drive mechanism 4 includes a drive motor 4a attached to the bottom of the vehicle body 1. A gear box 4b is attached to the output end of the drive motor 4a. A drive shaft 4c of the gear box 4b is connected to the first transmission mechanism.

[0078] By directly connecting the drive shaft 4c of the gear box 4b to the first transmission mechanism, a complex gear transmission mechanism is omitted, and manufacturing costs are reduced.

[0079] The first transmission mechanism includes a first connection base 2a, a first driving arm 2b, and a first support arm 2c. The driving shaft 4c passes through the first connection base and is fixedly connected to one end of the first driving arm 2b. The other end of the first driving arm 2b is rotatably connected to a first connecting rod 2d. Both ends of the first support arm 2c are rotatably connected to the first connection base 2a and the first connecting rod 2d, respectively. The second transmission mechanism includes a second connection base 3a, a second driving arm 3b, and a second support arm 3c. Both ends of the second driving arm 3b are rotatably connected to the second connection base 3a and the second connecting rod 3d, respectively. Both ends of the second support arm 3c are rotatably connected to the second connection base 3a and the second connecting rod 3d, respectively.

[0080] Both the first connecting rod 2d and the second connecting rod 3d are provided with a connecting ear 6. The connecting ear 6 is formed with two first and second axle holes 10 and 11 that are perpendicular to the connecting ear 6. The axis of the first and second axle holes 10 and 11 are parallel to each other. Both the first connecting seat 2a and the second connecting seat 3a are provided with a connecting plate 8. The connecting plate 8 is formed with two third and fourth axle holes 12 and 13 that are perpendicular to the connecting plate 8. The axis of the third and fourth axle holes 12 and 13 are parallel to each other. The first support arm 2c and the second support arm 3c are provided with a first transmission shaft 18 fixed to one end and a second transmission shaft 19 fixed to the other end. The first transmission shaft 18 of the first support arm 2c engages with the first axle hole 10 of the first connecting rod 2d. The second transmission shaft 19 of the first support arm 2c engages with the third shaft hole 12 of the first connecting base. The first transmission shaft 18 of the second support arm 3c engages with the first shaft hole 10 of the second connecting rod 3d. The second transmission shaft 19 of the second support arm 3c engages with the third shaft hole 12 of the second connecting base. A third transmission shaft 20 is fixedly provided at one end of each of the first driving arm 2b and the second driving arm 3b. The third transmission shaft 20 of the first driving arm 2b engages with the second shaft hole 11 of the first connecting rod 2d. The third transmission shaft 20 of the second driving arm 3b engages with the second shaft hole 11 of the second connecting rod 3d. The driving shaft 4c is fixedly connected to the other end of the first driving arm 2b and engages with the fourth shaft hole 13 of the first connecting base 2a. A fourth transmission shaft 21 is fixed to the other end of the second drive arm 3b. Both ends of the fourth transmission shaft 21 are engaged with the fourth shaft hole 13 of the second connection seat 3a.

[0081] Here, the first connecting base 2a, the first connecting rod 2d, the first driving arm 2b, and the first support arm 2c constitute a stable four-joint link mechanism. The driving mechanism 4 drives the first connecting rod 2d to be able to be stably deployed and stored, so that the posture of the pedal 5 in the stored and deployed states is guaranteed. That is, it is guaranteed that the upper surface of the pedal 5 is almost parallel to the ground, and thus it is guaranteed that the force applied by the pedal 5 to the first connecting rod 2d in the stored or deployed state is vertically downward or almost vertically downward, and in particular, it is prevented that the drive bracket 2 is not stored in a predetermined position in the stored state due to the generation of a horizontal outward component force. Similarly, the second connecting base 3a, the second connecting rod 3d, the second driving arm 3b, and the second support arm 3c also constitute a stable four-joint link mechanism. In the stowed or deployed state of the pedal, no horizontal outward force component is generated on the second connecting rod 3d, so the self-locking force of the gearbox 4b of the driving bracket 2 is sufficient to ensure that the driven bracket 3 can be stowed in place.

[0082] A fifth shaft hole 14a for mounting a first transmission shaft 18 and a sixth shaft hole 14b for mounting a second transmission shaft 19 are formed through both ends of the first support arm 2c and the second support arm 3c. A seventh shaft hole 15 for mounting a third transmission shaft 20 is formed through one end of the first drive arm 2b and the second drive arm 3b. An eighth shaft hole 16 for mounting a drive shaft 4c is formed through the other end of the first drive arm 2b. An eighth shaft hole 16 for mounting a fourth transmission shaft 21 is formed through the other end of the second drive arm 3b.

[0083] A transmission shaft rotating device is provided on each end of the first support arm 2c. A transmission shaft rotating device is provided on one end of the first drive arm 2b, and a drive shaft locking device is provided on the other end.

[0084] In addition, since the drive shaft 4c adopts a detachable mounting method with respect to the corresponding drive arm, the mounting strength of the drive shaft 4c directly affects the stability of the operation of the drive bracket 2, and an insufficient mounting may cause abnormal noise. Therefore, in the present invention, a drive shaft 4c locking device is provided for the drive shaft 4c.

[0085] The drive shaft locking device includes a first lock bolt 23 and a square fixed block 29. Flat grooves 4c1, 4c2 are formed in the center of the drive shaft 4c. A first through hole 27 that is perpendicular to and coaxial with the eighth shaft hole 16 is formed in one end of the first drive arm 2b that is connected to the drive shaft 4c. The square fixed block 29 is inserted into the eighth shaft hole 16 from one side of the first drive arm 2b and engages with the flat grooves 4c1, 4c2 of the drive shaft 4c. A first screw hole 25 that is coaxial with the square fixed block 29 is formed in the square fixed block 29. The first lock bolt 23 is inserted into the first through hole 27 from the other side of the first drive arm 2b and screwed into the first screw hole 25.

[0086] The torque that the drive shaft 4c can withstand after the drive shaft 4c and the first drive arm 2b are fixedly connected is much greater than the torque of the other transmission shafts, so the drive shaft 4c locking device has a stronger locking function than the transmission shaft locking device. Here, the square fixing block 29 and the first locking bolt 23 are respectively attached to both sides of the first drive arm 2b, and by locking the first locking bolt 23, the front surface of the square fixing block 29 can be more tightly pressed against the flat grooves 4c1 and 4c2 of the drive shaft 4c, so that the drive shaft 4c and the first drive arm 2b are more firmly fixed.

[0087] A shaft sleeve 22 is provided in each of the fifth shaft hole 14a, the sixth shaft hole 14b, and the seventh shaft hole 15. A shaft sleeve 30 is also provided in the fourth shaft hole 13.

[0088] When the drive shaft 4c and each transmission shaft engage with the corresponding shaft hole to operate, a lubricating medium is usually required between the shaft and the inside of the hole. Since the hole and the shaft are both made of metal, if there is no continuous replenishment of the lubricating medium, friction between the shaft and the shaft hole will cause wear and generate abnormal noise over a long period of time. In order to improve the wear resistance of the shaft and the shaft hole, a special wear resistance treatment is required, which makes the manufacturing process more complicated and the manufacturing cost relatively high. Therefore, in the present invention, each of the shaft holes is provided with a shaft sleeve 22 and a shaft sleeve 30, respectively. The shaft sleeve 22 and the shaft sleeve 30 are both made of a special material with a self-lubricating effect. Since the parts of the shaft sleeve 22 and the shaft sleeve 30 are relatively small, materials different from those of other members can be used, which is convenient for manufacturing and processing, and greatly reduces costs.

[0089] A sunken groove in which a shock absorbing pad 31 is attached is formed on either one side of the first connecting rod 2d and the second connecting rod 3d facing the first support arm 2c and the second support arm 3c.

[0090] In addition, when the pedal 5 remains in the storage position or the deployed position, the drive bracket 2 should have good stability and should minimize collisions and impacts between the various components when the pedal 5 reaches the storage position or the deployed position. The shock absorbing pad 31 is attached to the inside of the first connecting rod 2d, specifically, on one side facing the first support arm 2c. When the pedal 5 is in the fully deployed position, the first support arm 2c compresses the shock absorbing pad 31. At this time, the first connecting rod 2d, the shock absorbing pad 31, and the first support arm 2c are in close contact with each other, thereby achieving self-locking when the drive bracket 2 is in the deployed position. The shock absorbing pad 31 ensures that the first connecting rod 2d and the first support arm 2c are in close contact with each other, and at the same time reduces the collision between the first support arm 2c and the first connecting rod 2d. When the pedal is depressed for use, the downward gravity is resolved to be received by the first connecting rod 2d and the first support arm 2c, the force received by the first driving arm 2b is reduced, and the torsional force received by the driving shaft 4c of the first driving arm 2b is reduced, thereby improving the stability and lifespan of the driving mechanism 4. When the pedal 5 is stored, the shock absorbing pad 31 of the first connecting rod 2d is similarly compressed by the first driving arm 2b, and the three are brought into close contact, so that the driving bracket 2 is in a different positioning state.

[0091] When the pedal 5 is in the deployed position, the driving bracket 2 and the driven bracket 3 should have good stability and should have a self-locking function when reaching the deployed position. Specifically, when the pedal 5 is in the fully deployed position, the first support arm 2c compresses the shock absorbing pad 31. At this time, the first connecting rod 2d, the shock absorbing pad 31, and the first support arm 2c are in close contact with each other to achieve self-locking when the driving bracket 2 and the driven bracket 3 are in the deployed positioning state. A self-locking mechanism is formed at the corresponding position of the shock absorbing pad 31, thereby realizing a self-locking state for the user to step on the electric side pedal.

[0092] The pedal 5 is formed with a T-shaped groove 5a to which a connection block 33 having a T-shaped cross section is attached. The first connecting rod 2d and the second connecting rod 3d are formed at their front ends with recessed grooves that engage with the connection block 33. The connection block 33 is formed with a second screw hole 26 for locking the pedal 5.

[0093] Since the first connecting rod 2d and the second connecting rod 3d and the pedal 5 are connected by the connection block 33, the force conditions between the pedal 5 and the first connecting rod 2d and the second connecting rod 3d are transmitted to the outer wall of the connection block 33, so that the force between the pedal 5 and the first connecting rod 2d and the second connecting rod 3d does not depend entirely on the bolt. In addition, even after adopting the auxiliary connection by the connection block 33, it can be used to detect whether the installation position of the driving bracket 2 and the driven bracket 3 is correct. For example, if the first connecting rod 2d of the driving bracket 2 has already been connected to the pedal 5 and the groove of the second connecting rod 3d cannot be engaged at a predetermined position with the connection block 33 at the exact corresponding position, it indicates that there is a deviation in the installation of the driven bracket 3 and the driving bracket 2, and vice versa.

[0094] When the pedal 5 is in the stored state, the angle at which the upper surface of the pedal 5 and the ground inwardly tilts is 3 to 8 degrees, and when the pedal 5 is in the unfolded state, the upper surface of the pedal 5 and the ground are approximately parallel to each other.

[0095] In an ideal state, regardless of whether the pedal 5 is in the stored position or the deployed position, the upper surface of the pedal 5 is kept horizontal to the ground. Specifically, when the pedal 5 is in the stored position, the force applied by the pedal 5 to the first connecting rod 2d and the second connecting rod 3d can be kept vertically downward, and no outward horizontal component force is generated, ensuring that the drive bracket 2 is securely stored.

[0096] When the pedal 5 is in the stored position and the deployed position, the upper surface of the pedal 5 forms an acute angle with the ground.

[0097] In a situation that does not affect use, the upper surface of the pedal 5 may form a small angle with the ground when in the stowed and deployed positions.

[0098] More specifically, when the pedal 5 is in the stored position, the angle at which the upper surface of the pedal 5 inclines inward is 3 to 8 degrees, and when the pedal 5 is in the deployed position, the angle at which the upper surface of the pedal 5 inclines inward is 0 to 5 degrees.

[0099] In order to ensure the reliability of the pedal 5, the inclination direction of the upper surface of the pedal 5 is preferably inward, so that if the sole of the user's foot is relatively slippery, the upper surface of the pedal 5 will be inclined outward to prevent the user from slipping and falling. In order to ensure the aesthetic appearance of the pedal 5 in its deployed state, that is, to prevent the pedal 5 from being tilted too far and affecting the overall appearance of the vehicle, the inward inclination angle of the upper surface of the pedal 5 should be as small as possible, and in this embodiment, it is preferably 0 to 5 degrees.

[0100] The above is merely a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. That is, any equivalent changes or modifications made according to the contents of the patent application of the present invention are within the technical scope of the present invention. [Explanation of symbols]

[0101] 1. Body 2. Drive bracket 2a, first connection base 2b, first drive arm 2c, first support arm 2d, first connecting rod 3. Driven bracket 3a, second connection base 3b, second drive arm 3c, second support arm 3d, second connecting rod 4. Driving mechanism 4a, driving motor 4b, Gearbox 4c, drive shaft 4c1, 4c2, squamous groove 5. Pedals 5a, T-shaped groove 6. Connection ear 7, ground 8. Connection plate 10. First shaft hole 11. Second shaft hole 12. 3rd shaft hole 13. 4th shaft hole 14a, 5th shaft hole 14b, 6th shaft hole 15. 7th shaft hole 16. 8th shaft hole 18. First transmission shaft 19. Second transmission shaft 20. Third transmission shaft 21. Fourth transmission shaft 22, shaft sleeve 23. First rock bolt 25, first screw hole 26, second screw hole 27, first through hole 28. Tilt angle 3~8° 29. Square fixed block 30, shaft sleeve 31. Shock absorbing pad 32. Tilt angle 0~5° 33. Connection block

Claims

1. An electric pedal for an automobile, comprising: a drive bracket (2), a drive mechanism (4) and a pedal (5), the drive bracket (2) and the drive mechanism (4) being all attached to the same side of a bottom of a vehicle body (1), The drive bracket (2) includes a first transmission mechanism and a first connecting rod (2d), The front end of the first connecting rod (2d) is fixedly connected to a pedal (5); The first transmission mechanism drives the deployment and storage of a first connecting rod (2d); The drive shaft (4c) of the drive mechanism (4) is directly and fixedly connected to the first transmission mechanism, and drives the first transmission mechanism to deploy and retract, thereby deploying and retracting the first connecting rod (2d); The first connecting rod (2d) drives the pedal (5) to move downwardly outside the vehicle body (1) when moving from a stored state to an deployed state; When the pedal (5) is in a stored state, the angle between the upper surface of the pedal (5) and the ground (7) is between 3 and 8 degrees (28); When the pedal (5) is in an unfolded state, the upper surface of the pedal (5) and the ground (7) are substantially parallel to each other. An electric pedal for an automobile.

2. The drive mechanism (4) includes a drive motor (4a) attached to the bottom of the vehicle body (1); A gear box (4b) is attached to the output end of the drive motor (4a), The gearbox (4b) is connected to a first transmission mechanism by a drive shaft (4c).

2. The electric pedal for an automobile according to claim 1.

3. The first transmission mechanism includes a first connection base (2a), a first drive arm (2b), and a first support arm (2c); The drive shaft (4c) passes through the first connection seat (2a) and is fixedly connected to one end of the first drive arm (2b), The other end of the first drive arm (2b) is rotatably connected to a first connecting rod (2d); Both ends of the first support arm (2c) are rotatably connected to a first connecting base (2a) and a first connecting rod (2d), respectively.

3. The electric pedal for an automobile according to claim 2.

4. The first connecting rod (2d) is provided with a connecting ear (6), The connecting ear (6) is formed with two axial holes, a first axial hole (10) and a second axial hole (11), which are perpendicular to the connecting ear (6); The axis of the first shaft hole (10) and the axis of the second shaft hole (11) are parallel to each other, The first connection seat (2a) is provided with a connection plate (8), The connecting plate (8) is formed with two axial holes, a third axial hole (12) and a fourth axial hole (13), which are perpendicular to the connecting plate (8); The axis of the third shaft hole (12) and the axis of the fourth shaft hole (13) are parallel to each other, The first support arm (2c) has a first transmission shaft (18) fixed to one end and a second transmission shaft (19) fixed to the other end. The first transmission shaft (18) of the first support arm (2c) engages with the first shaft hole (10) of the first connecting rod (2d); The second transmission shaft (19) of the first support arm (2c) engages with the third shaft hole (12) of the first connection seat (2a); A third drive shaft (20) is fixed to one end of the first drive arm (2b), The third drive shaft (20) of the first drive arm (2b) engages with the second shaft hole (11) of the first connecting rod (2d); The drive shaft (4c) is fixedly connected to the other end of the first drive arm (2b) and engages with the fourth shaft hole (13) of the first connection base (2a); 4. The electric pedal for an automobile according to claim 3.

5. A fifth shaft hole (14a) for mounting a first transmission shaft (18) and a sixth shaft hole (14b) for mounting a second transmission shaft (19) are formed through both ends of the first support arm (2c), The axis of the fifth shaft hole (14a) and the axis of the sixth shaft hole (14b) are parallel to each other, The first driving arm (2b) has a seventh shaft hole (15) formed therethrough at one end for attaching a third transmission shaft (20) and an eighth shaft hole (16) formed therethrough at the other end for attaching a driving shaft (4c); The axis of the seventh shaft hole (15) and the axis of the eighth shaft hole (16) are parallel to each other.

5. The electric pedal for an automobile according to claim 4.

6. A transmission shaft rotating device is provided at each end of the first support arm (2c), The first drive arm (2b) is provided with a transmission shaft rotating device at one end and a drive shaft locking device at the other end.

6. The electric pedal for an automobile according to claim 5.

7. The transmission shaft rotating device includes a shaft sleeve (22), Both ends of the first transmission shaft (18), the second transmission shaft (19) and the third transmission shaft (20) are rotatably engaged with a shaft sleeve (22); The central portion of the first transmission shaft (18) is engaged with the first shaft hole (10) of the first connecting rod (2d) by interference locking, The center portion of the second transmission shaft (19) is engaged with the third shaft hole (12) of the first connecting base (2a) by interference locking; The central portion of the third transmission shaft (20) is engaged with the second shaft hole (11) of the first connecting rod (2d) by interference lock.

7. The electric pedal for an automobile according to claim 6.

8. The drive shaft locking device includes a first lock bolt (23) and a square fixing block (29), A flat groove (4c1, 4c2) is formed in the center of the drive shaft (4c), A first through hole (27) is formed at one end of the first drive arm (2b) connected to the drive shaft (4c), the first through hole (27) being perpendicular to and coaxial with the eighth shaft hole (16); The square fixed block (29) is inserted into the eighth shaft hole (16) from one side of the first driving arm (2b) and engages with the flat grooves (4c1, 4c2) of the driving shaft (4c); The rectangular fixed block (29) is formed with a first screw hole (25) coaxial therewith, The first lock bolt (23) is inserted into the first through hole (27) from the other side of the first drive arm (2b) and screwed into the first screw hole (25).

7. The electric pedal for an automobile according to claim 6.

9. A shaft sleeve (22) is provided in each of the fifth shaft hole (14a), the sixth shaft hole (14b) and the seventh shaft hole (15), The fourth shaft hole (13) is also provided with a shaft sleeve (30).

7. The electric pedal for an automobile according to claim 6.

10. It further includes at least one follower bracket (3), The driven bracket (3) includes a second transmission mechanism and a second connecting rod (3d), The front end of the second connecting rod (3d) is fixedly connected to the pedal (5); The drive bracket (2) drives a second transmission mechanism by a pedal (5) so as to synchronously deploy and retract the second connecting rod (3d), thereby synchronously deploying and retracting the second connecting rod (3d).

10. The electric pedal for an automobile according to claim 1.

11. The driven bracket (3) is identical in structure to the driving bracket (2), i.e., the driven bracket (3) does not have a driving mechanism (4) and a driving shaft (4c), and a fourth transmission shaft (21) is used instead of the driving shaft (4c), but consists of a second connecting base (3a), a second driving arm (3b), a second supporting arm (3c) and a second connecting rod (3d).

11. The electric pedal for an automobile according to claim 10.

12. A sunken groove having a shock absorbing pad (31) attached thereto is formed on either one side of the first connecting rod (2d) or the second connecting rod (3d) facing the first support arm (2c) or the second support arm (3c).

12. The electric pedal for an automobile according to claim 11.

13. The pedal (5) is formed with a T-shaped groove (5a) in which a connection block (33) having a T-shaped cross section is attached, The first connecting rod (2d) and the second connecting rod (3d) have a groove formed at the front end thereof for engaging with the connecting block (33). The connecting block (33) is formed with a second screw hole (26) for locking the pedal (5).

11. The electric pedal for an automobile according to claim 10.

14. When the pedal (5) is in the stored position and the deployed position, the upper surface of the pedal (5) and the ground (7) form an acute angle.

11. The electric pedal for an automobile according to claim 10.

15. The inward inclination of the upper surface of the pedal (5) is between 0 and 5 degrees (32); 11. The electric pedal for an automobile according to claim 10.

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