Brake pedal misapplication prevention system

Abstract

This application provides a brake pedal misapplication prevention system relating to the technical field of automotive power systems, the gist of which is the technical means. The brake pedal misapplication prevention system includes a trigger module and a control module, wherein the trigger module includes a first arc plate and a second arc plate arranged in order from top to bottom, the first arc plate being made of a conductive material and having a non-slip rubber layer on its surface, the second arc plate being made of an insulating material and having four screws uniformly provided at the bottom of the first arc plate, four first positioning grooves corresponding to the second arc plate being provided, each of which has a first spring attached, both ends of which are connected to the first arc plate and the second arc plate respectively, and the natural length of the first spring is greater than the length of the screw. The brake pedal misapplication prevention system provided by this application has the advantage of accurately distinguishing between normal strong acceleration operation and panic-induced pedal misapplication operation, and ensuring smooth normal driving and rapid braking in the event of emergency pedal misapplication.

Description

[Technical Field]

[0001] This application relates to the technical field of automotive power systems, and more specifically, to a system for preventing accidental braking. [Background technology]

[0002] With the increasing number of vehicles, mistaking the accelerator for the brake has become a significant cause of traffic accidents. However, conventional brake misapplication prevention devices often activate the brakes using a single pressure threshold and do not distinguish between normal strong acceleration and panic-induced pedal misapplication. Some systems set the pressure threshold excessively high to avoid malfunctions, resulting in a response delay in emergency pedal misapplication. In some systems, the pressure threshold is too low, making it easy to misapply the brakes during normal acceleration (for example, when accelerating hard while overtaking or climbing a hill), thus interfering with normal driving.

[0003] The above issues need to be addressed urgently. [Overview of the project]

[0004] The purpose of this invention is to provide a brake pedal misapplication prevention system that accurately distinguishes between normal strong acceleration operations and pedal misapplication operations due to panic, and has the advantage of ensuring smooth normal driving and rapid braking in the event of pedal misapplication in an emergency, in order to solve the above problems.

[0005] This invention provides a system to prevent accidental braking. The technical means are as follows:

[0006] In a brake pedal misapplication prevention system including a trigger module and a control module,

[0007] The trigger module includes a first arc plate and a second arc plate arranged in order from top to bottom, the first arc plate being made of a conductive material and having a non-slip rubber layer on its surface, the second arc plate being made of an insulating material, four screws uniformly provided at the bottom of the first arc plate, four first positioning grooves corresponding to the second arc plate being provided, each screw having a first spring attached to it, both ends of the first spring connected to the first and second arc plates respectively, the natural length of the first spring being greater than the length of the screw, each screw fitting into and engaging with the corresponding first positioning groove, and the depth of the first positioning groove being greater than the length of the screw.

[0008] A conductive elastic plate is provided at the top of the second arc plate, and an alarm stage pressure sensor, a startup stage pressure sensor, and an emergency stage pressure sensor are fitted sequentially onto the conductive elastic plate. Conductive first contacts, second contacts, and third contacts corresponding to the positions of the conductive elastic plate are provided concentrically and elastically expandable at the bottom of the first arc plate, the diameters of the first contacts, second contacts, and third contacts increase sequentially, and their thicknesses decrease sequentially. The first contacts, second contacts, third contacts, and the conductive elastic plate are all electrically connected to the control module, and the control module is connected to the brake pedal, thus creating a brake pedal misapplication prevention system.

[0009] The brake misapplication prevention system provided in this application includes a trigger module and a control module. The trigger module is used to sense operation, and the control module is used to execute decision-making. This forms a complete closed loop for data collection, logical judgment, and braking control, clearly defining the roles of each module and ensuring efficient coordinated operation. The trigger module includes a first and second arc plate arranged sequentially from top to bottom. The first arc plate is made of a conductive material and has a non-slip rubber layer on its surface. The second arc plate is made of an insulating material. Both the first and second arc plates have an arc-shaped structure, which better conforms to the curved structure of the accelerator pedal and the shape of the driver's foot, improving comfort when pressing the pedal and avoiding foot slippage and difficulty in applying force due to a flat structure. The conductive material properties of the first arc plate provide a conductive base for the stepped contacts. The non-slip rubber layer is used to increase the frictional force of the foot and prevent malfunctions caused by foot slippage when pressing the pedal. In particular, the surface of the anti-slip rubber layer can have a diamond pattern. The insulating material properties of the second arc plate are used to avoid short circuits between the conductive elastic plate and the metal part of the pedal, and to ensure the safety of the circuit. Specifically, the material of the second arc plate can be epoxy resin, which has an excellent insulating effect. Four screws are uniformly provided at the bottom of the first arc plate, and four corresponding first positioning grooves are provided in the second arc plate. A first spring is attached to each screw, and both ends of the first spring are connected to the first and second arc plates, respectively. The natural length of the first spring is greater than the length of the screw, and each screw fits into the corresponding first positioning groove and engages. The depth of the first positioning groove is greater than the length of the screw, and the structural arrangement of the four screws is distributed in a rectangular shape. In accordance with the corresponding engagement of the first positioning groove, the first arc plate is restricted to sliding only in the axial direction of the screw, thereby avoiding misalignment of the contact due to lateral displacement. In particular, because the natural length of the first spring is greater than the length of the screw, the first spring forms an elastic support, maintaining the natural gap between the first and second arc plates when not pressed down, and being compressed by the pressure when pressed down, resulting in a linear correlation between pressure and displacement.Because the depth of the first positioning groove is greater than the length of the screw, the first arc plate has sufficient movement space, providing a basis for accurately distinguishing between normal strong acceleration operations and accidental pedal misapplication due to panic. A conductive elastic plate is provided at the top of the second arc plate, and an alarm stage pressure sensor, an activation stage pressure sensor, and an emergency stage pressure sensor are fitted sequentially onto the conductive elastic plate. The conductive elastic plate provides a conductive path to the pressure sensors and is specifically made of beryllium copper, with a graphene coating on its surface. This structure has excellent elasticity and effectively cushions the impact caused by pedaling. The three-stage pressure sensor enables stepwise detection (the threshold for the alarm stage pressure sensor can be set to 80N, the threshold for the activation stage pressure sensor to 100N, and the threshold for the emergency stage pressure sensor to 120N), avoiding misjudgment by a single pressure threshold (for example, 80N for alarm, 100N for braking activation, and 120N for emergency pressure boost). At the bottom of the first arc-shaped plate, conductive first, second, and third contacts are provided concentrically and elastically expandable, corresponding to the positions of the conductive elastic plate. The diameters of the first, second, and third contacts increase sequentially, and their thicknesses decrease sequentially. The concentric arrangement ensures precise alignment between the contacts and the conductive elastic plate. The diameters increase sequentially (for example, the diameter of the first contact is 5 mm, the diameter of the second contact is 11 mm, and the diameter of the third contact is 19 mm), and the thicknesses decrease sequentially (for example, the thickness of the first contact is 0.5 mm, the thickness of the second contact is 0.4 mm, and the thickness of the third contact is 0.3 mm). This ensures that contact occurs in order of increasing pressure when pressed (for example, the first contactor contacts the conductive elastic plate at a pressure of 80N, the second contactor at a pressure of 100N, and the third contactor at a pressure of 120N), progressively associating different pressures with contactor contact. The conductive properties of the contactors ensure that the pressure sensor signal is transmitted through the control module, forming a logical control chain of pressure trigger, circuit conduction, and braking activation. This solves the problem in conventional devices where a single contactor cannot distinguish between pressure stages, leading to confusion in the contact order (for example, braking delay due to high-pressure line contact), and enables precise matching of pressure stages and braking strength with stepped contactors.The first, second, and third contacts, as well as the conductive elastic plate, are all electrically connected to a control module, which is connected to the brake pedal. Through this electrical connection, pressure signals and contact signals are transmitted to the control module in real time. The control module communicates with the brake pedal actuator via a CAN bus, enabling high-speed response of judgment results and braking actions. The control module does not directly control the accelerator but is connected to the brake pedal, avoiding interference with normal accelerator operation. Braking is achieved only via the brake pedal in the event of pedal misapplication, ensuring driving safety and solving problems such as signal transmission delay (slow braking response) and interference with normal accelerator control (impact on normal acceleration operation) found in conventional devices. By optimizing the electrical connection and control logic, a balance is struck between protection and smooth driving. Specifically, the difference between normal strong acceleration and panic-induced pedal misapplication is accurately distinguished, ensuring smooth normal driving and rapid braking in emergency situations where pedal misapplication occurs. In particular, when the pedal pressure reaches 80N, the first arc plate descends due to the compression action of the first spring, and the first contactor, having the greatest thickness, preferentially contacts the conductive elastic plate under the same pressure. That is, at this point, the first contactor contacts the conductive elastic plate first. After contacting the conductive elastic plate, the pedal pressure is transmitted via the first contactor to the lower alarm stage pressure sensor. When the alarm stage pressure sensor detects that the pressure has reached the threshold of 80N, it transmits a signal to the control module, which then issues an alarm signal to warn the driver to avoid erroneous operation. In this case, the second and third contactors do not contact the conductive elastic plate because they have a larger diameter and smaller thickness, and no valid signals are output from the startup stage pressure sensor and emergency stage pressure sensor. When the pedal pressure increases to 100N, the first spring is further compressed, and the first arc plate descends until the second contactor contacts the conductive elastic plate. At this point, the first contactor remains in contact with the conductive elastic plate, the pressure still acts on the alarm stage pressure sensor, and both the first and second contactors are in contact with the conductive elastic plate.After the second contactor makes contact with the conductive elastic plate, the pressure is transmitted to the startup pressure sensor. When the startup pressure sensor detects a threshold of 100N, it transmits signals to the control module along with the alarm pressure sensor. The control module then shuts off the power supply and controls the brake pedal to apply braking. In particular, if the pressure is between 10 and 120N, the control module sends a fuel supply stop or power cut-off signal to the vehicle's ECU via the CAN bus (stopping the fuel supply in the case of gasoline vehicles, and shutting off the high-voltage circuit in the case of electric vehicles) to prevent further increases in vehicle speed due to accidental acceleration. The control module then activates the brake pedal actuator via a relay, controlling the brake motor to pull the brake pedal with a rope. At this point, the third contactor still does not make contact with the conductive elastic plate, and the emergency pressure sensor does not output a signal. When the pedal pressure reaches 120N, the first spring is compressed, and the first arc plate descends until the third contactor contacts the conductive elastic plate, resulting in the first, second, and third contactors all contacting the conductive elastic plate. After the third contactor contacts the conductive elastic plate, the pressure is transmitted to the emergency stage pressure sensor. When the emergency stage pressure sensor detects the 120N threshold, the emergency stage pressure sensor, activation stage pressure sensor, and alarm stage pressure sensor all transmit their respective signals to the control module. The control module then activates the brake booster pump, improving braking force and shortening braking distance through coordinated control with the ECU. In this case, all contactors and sensors are activated, providing the control module with the highest priority trigger signal. This accurately distinguishes between normal strong acceleration and accidental pedal misapplication due to panic, ensuring smooth normal driving and rapid braking in emergency situations.

[0010] Furthermore, in this application, the contact surfaces of the first contact, the second contact, and the third contact are all made of gold-plated copper.

[0011] In the brake pedal misapplication prevention system provided by this application, the contact surfaces of the first, second, and third contacts are all made of gold-plated copper. Gold-plated copper has low contact resistance (specifically, it can be set to a thickness of 0.1 mm and a contact resistance of <50 mΩ), ensuring stable current transmission and avoiding signal attenuation due to excessive contact resistance, such as the inability to accurately transmit pressure sensor signals. In particular, the gold-plated structure has excellent oxidation and corrosion resistance (salt spray test >500 hours), maintaining good conductivity even after long-term use and effectively extending the service life of the contacts. By adopting copper as the base structure, conductivity (electrical conductivity 58 MS / m) and cost are balanced, avoiding the high cost associated with pure gold materials. The base is the fundamental structure at the bottom, and this solves the problems of conventional devices, such as high contact resistance (distortion of signal transmission), susceptibility to oxidation and corrosion (becoming inoperable after short-term use), and excessively high cost (pure precious metal material), thus balancing conductivity, durability, and economy.

[0012] Furthermore, in this application, the base material of the first contact, the second contact, and the third contact is a nickel-titanium shape memory alloy, and copper-constantan bimetallic compensation rings are bonded between the first contact and the second contact, and between the second contact and the third contact.

[0013] In the brake pedal misapplication prevention system provided in this application, the base material of the first, second, and third contacts is a nickel-titanium shape memory alloy, and copper-constantan bimetallic compensation rings 13 are bonded between the first and second contacts, and between the second and third contacts. The nickel-titanium shape memory alloy (phase transition temperature -25 to 65°C) has temperature adaptability characteristics, for example, shrinkage at low temperatures (<-15°C) is ≤0.5%, and expansion at high temperatures (>55°C) is ≤0.5%, thus avoiding abrupt changes in the dimensions of the contacts due to temperature. The copper-constantan bimetallic compensation ring has the following characteristics: The thermal expansion coefficient of the copper side is 16.5 × 10⁻⁶. -6 The temperature is / ℃, and the coefficient of thermal expansion on the constantan side is 1.5 × 10⁻⁶. -6The essence of the compensation mechanism of the copper-constantan bimetallic compensation ring lies in offsetting other unavoidable deformations (thermal contraction or expansion of the nickel-titanium contacts) with controllable deformation (bending of the copper-constantan bimetallic compensation ring). The amount of thermal deformation of the nickel-titanium contacts is the source of compensation demand, and it was determined that a bending amount of 0.1 mm is required to offset this. The difference in the thermal expansion coefficients of copper and constantan is the driving force of the deformation, ensuring that stable asymmetric bending occurs during temperature changes. The bending direction of the copper-constantan bimetallic compensation ring (towards the constantan side at low temperatures and towards the copper side at high temperatures) and the amount of bending (0.1 mm) are key to precise compensation, bringing adjacent contacts closer or further apart by the corresponding distance, accurately covering the gap changes of the nickel-titanium contacts, and ultimately achieving contact accuracy of the contacts in environments from -25 to 65°C, providing a stable structural foundation for distinguishing between normal strong acceleration operations and accidental pedal misapplication due to panic.

[0014] Furthermore, in this application, an NTC thermistor electrically connected to the control module is fitted into the conductive elastic plate.

[0015] In the brake misapplication prevention system provided by this application, an NTC thermistor electrically connected to a control module is embedded in the conductive elastic plate. The NTC thermistor can acquire the temperature of the contact area in real time, transmit the data to the control module, and provide data basis for temperature compensation (for example, controlling the bending of the bimetal at low temperatures and adjusting the preload of the first spring at high temperatures). In particular, by embedding the thermistor at the center of the conductive elastic plate and in close proximity to the contact surface, temperature measurement errors are reduced and the accuracy of temperature data is ensured. This solves the problems of conventional devices, such as the lack of a temperature monitoring function (structural deviation due to the inability to actively adjust the temperature) and inaccurate temperature measurement (compensation delay due to the temperature sensor being far from the contact area), providing data support for environmentally adaptive compensation and ensuring the accuracy of malfunction detection.

[0016] Furthermore, in this application, a nanoceramic liquid reservoir layer is provided on the contact surfaces of the first contact, the second contact, and the third contact, and a plurality of liquid reservoir holes are provided in the nanoceramic liquid reservoir layer, and conductive grease is filled into each of the liquid reservoir holes.

[0017] Furthermore, in this application, a polyimide film is filled between the first contact and the second contact, and a polyimide film is filled between the second contact and the third contact.

[0018] Furthermore, in this application, the first contact, the second contact, and the third contact are all connected to the first arc plate by an elastic cushioning pad.

[0019] Furthermore, in this application, a plurality of elastic protrusions are provided on the contact surface of the conductive elastic plate, the plurality of elastic protrusions are arranged in an array, and the top of each elastic protrusion is a spherical structure.

[0020] Furthermore, in this application, the base portion of the first contactor is provided with a resistive wear sensor electrically connected to the control module.

[0021] Furthermore, in this application, a laser displacement sensor is fitted to the side wall of each screw, the detection surface of the laser displacement sensor is positioned facing the first contact, and the laser displacement sensor is electrically connected to the control module.

[0022] Other features and advantages of the present application are described in the specification below and are partially apparent from the specification or are understood by carrying out the embodiments of the present application. The purpose and other advantages of the present application are realized and obtained by the structures specifically shown in the described specification and drawings.

[0023] Effect: Through the multi-layer structure design with a three-stage pressure sensor and a stepped contact, it realizes alarm, activation, and emergency stepped triggers, accurately distinguishes the difference between normal strong acceleration operations and misstep operations due to panic, and avoids misjudgment caused by a single pressure threshold. The arc plate structure conforms to the shape of the sole and the pedal, prevents the foot from slipping with the anti-slip rubber layer, prevents the circuit from short-circuiting with the insulating arc plate, and achieves both comfort and safety. The combined structure of the screw, positioning groove, and first spring suppresses the lateral displacement of the arc plate and provides elastic buffering, ensures accurate contact of the contact, and builds a foundation for stable data acquisition and high-speed response. The control module is directly interlocked with the brake pedal, activates braking only when a misstep occurs, and does not interfere with the normal operation of the accelerator pedal, thus balancing protection and smooth driving. It solves problems such as response delay due to too high threshold and driving interference due to too low threshold, accurately distinguishes the difference between normal strong acceleration operations and misstep operations due to panic, and ensures smooth normal driving and rapid braking in case of emergency misstep.

Brief Description of the Drawings

[0024] Figure 1 is a schematic configuration diagram of the brake misstep prevention system provided in this application.

[0025] Figure 2 is a partial enlarged view of location A in Figure 1 of this application.

[0026] Figure 3 is a partial enlarged view of location B in Figure 1 of this application.

[0027] Figure 4 is a schematic configuration diagram of the first arc plate of the brake misstep prevention system provided in this application.

[0028] Figure 5 is a partial enlarged view of location C in Figure 4 of this application.

[0029] Figure 6 is a schematic configuration diagram of the second arc plate of the brake misstep prevention system provided in this application.

[0030] Figure 7 is an exploded view 1 of the brake misstep prevention system provided in this application.

[0031] Figure 8 is an exploded view 2 of the brake pedal misapplication prevention system provided in this application.

[0032] Explanation of symbols in drawings: 1. First circular plate 2. Second circular plate 3 screws 4. First positioning groove 5. First spring 6. Conductive elastic plate 7. Alarm stage pressure sensor 8. Startup phase pressure sensor 9. Emergency Stage Pressure Sensor 10 First contact 11. Second contact 12 Third contact 13 Copper-constantan bimetallic compensating ring 14 NTC Thermistor 15 Nanoceramic liquid reservoir 16 Liquid storage hole 17 Polyimide film 18 Elastic cushioning pads 19 Elastic protrusions 20 Resistive wear sensor 21 Laser displacement sensor 22 Control Modules 23 Stepping motor 24 Gear Set [Modes for carrying out the invention]

[0033] The technical means of the present application will be described clearly and completely below with reference to the drawings of the present application. Clearly, the embodiments described are not all embodiments of the present application, but only some embodiments. Typically, the components of the present application described and shown herein can be arranged and designed in various configurations. Accordingly, the detailed description of embodiments of the present application provided below in the drawings is not intended to limit the scope of protection of the present application, but merely to show selected embodiments of the present application. All other embodiments that can be obtained by a person skilled in the art without creative work based on the embodiments of the present application are within the scope of protection of the present application.

[0034] Furthermore, similar symbols and characters in subsequent drawings indicate similar items; therefore, once an item is defined in one drawing, it is not necessary to further define and explain that item in subsequent drawings. Also, in this description, terms such as "first," "second," etc., are used solely for distinction and explanation, and are not intended to indicate or imply relative importance.

[0035] Referring to Figures 1 to 8, the present invention relates to a brake pedal misapplication prevention system including a trigger module and a control module 22, wherein the trigger module includes a first arc plate 1 and a second arc plate 2 arranged in order from top to bottom, the first arc plate 1 being made of a conductive material and having a non-slip rubber layer on its surface, the second arc plate 2 being made of an insulating material, four screws 3 uniformly provided at the bottom of the first arc plate 1, and four corresponding first positioning grooves 4 provided in the second arc plate 2, each screw 3 having a first spring 5 attached to it, both ends of the first spring 5 connected to the first arc plate 1 and the second arc plate 2 respectively, the natural length of the first spring 5 being greater than the length of the screw 3, and each screw 3 corresponding to the first positioning groove 4 The system provides a brake misapplication prevention system, which is fitted to and engaged with the first positioning groove 4 having a depth greater than the length of the screw 3, a conductive elastic plate 6 provided on the top of the second arc plate 2, an alarm stage pressure sensor 7, an activation stage pressure sensor 8, and an emergency stage pressure sensor 9 fitted sequentially on the conductive elastic plate 6, a first contact 10, a second contact 11, and a third contact 12 provided on the bottom of the first arc plate 1 in an elastic, concentric manner, the diameters of the first contact 10, the second contact 11, and the third contact 12 increasing sequentially and the thicknesses decreasing sequentially, and the first contact 10, the second contact 11, the third contact 12, and the conductive elastic plate 6 are all electrically connected to a control module 22, the control module 22 is connected to the brake pedal.

[0036] Specifically, with the increase in the number of automobiles, mistakenly pressing the accelerator instead of the brake has become a significant contributing factor to traffic accidents. However, conventional brake pedal misapplication prevention devices often activate the brakes based on a single pressure threshold and do not distinguish between normal strong acceleration and panic-induced pedal misapplication. Some systems set the pressure threshold excessively high to avoid malfunctions, resulting in response delays in emergency pedal misapplications. In some systems, the pressure threshold is too low, making it easy to misapply the brakes during normal acceleration (for example, when accelerating hard while overtaking or climbing a hill), thus interfering with normal driving. To solve the above problems, the brake pedal misapplication prevention system provided in this application includes a trigger module and a control module 22. The trigger module is used to sense operations, and the control module 22 is used to execute decisions. This forms a complete closed loop for data collection, logical judgment, and braking control, clearly defining the roles of each module and ensuring efficient coordinated operation. The trigger module includes a first arc plate 1 and a second arc plate 2, arranged in order from top to bottom. The first arc plate 1 is made of a conductive material and has a non-slip rubber layer on its surface. The second arc plate 2 is made of an insulating material. Both the first and second arc plates 1 and 2 have an arc-shaped structure, which better conforms to the curved structure of the accelerator pedal and the shape of the driver's foot, improving comfort when pressing the pedal and avoiding foot slippage and difficulty in applying force that can occur with a flat structure. The conductive material properties of the first arc plate 1 provide a conductive base for the stepped contacts. The non-slip rubber layer is used to increase the frictional force of the foot and prevent malfunctions caused by the foot slipping when pressing the pedal. In particular, the surface of the non-slip rubber layer can have a diamond pattern. The insulating material properties of the second arc plate 2 are used to avoid short circuits between the conductive elastic plate 6 and the metal part of the pedal, ensuring the safety of the circuit. In particular, the material of the second arc plate 2 can be epoxy resin, which has excellent insulating properties.Four screws 3 are uniformly provided at the bottom of the first arc plate 1, and four corresponding first positioning grooves 4 are provided in the second arc plate 2. A first spring 5 is attached to each screw 3, and both ends of the first spring 5 are connected to the first arc plate 1 and the second arc plate 2, respectively. The natural length of the first spring 5 is greater than the length of the screw 3, and each screw 3 fits into and engages with the corresponding first positioning groove 4. The depth of the first positioning groove 4 is greater than the length of the screw 3, and the structural arrangement of the four screws 3 is distributed in a rectangular shape. In accordance with the corresponding engagement of the first positioning groove 4, for example, the screw 3 can be partially inserted into the first positioning groove 4. The four screws 3 and the first spring 5 work together to restrict the sliding of the first arc plate 1 to only the axial direction of the screws 3, thereby avoiding misalignment of the contacts due to lateral displacement. In particular, the natural length of the first spring 5 is greater than the length of the screw 3, so the first spring 5 forms an elastic support, maintaining the natural gap between the first arc plate 1 and the second arc plate 2 when not pressed, and being compressed by the pressure when pressed, realizing a linear correlation change between pressure and displacement. The depth of the first positioning groove 4 is greater than the length of the screw 3, ensuring that the first arc plate 1 has sufficient movement space, providing a basis for accurately distinguishing between normal strong acceleration operations and accidental pedal misapplication due to panic. A conductive elastic plate 6 is provided at the top of the second arc plate 2, and a warning stage pressure sensor 7, an activation stage pressure sensor 8, and an emergency stage pressure sensor 9 are fitted sequentially onto the conductive elastic plate 6. The conductive elastic plate 6 provides a conductive path to the pressure sensors and is specifically made of beryllium copper, and a graphene coating can be installed on its surface. This structure has excellent elasticity and effectively cushions the impact caused by pressing. The 3-stage pressure sensor achieves stepwise detection (the threshold for the alarm stage pressure sensor 7 is 80N (i.e., 80 kg·m / s). 2), it is possible to set the threshold of the startup phase pressure sensor 8 to 100N and the threshold of the emergency phase pressure sensor 9 to 120N), and to avoid misjudgment by a single pressure threshold (for example, 80N for alarm, 100N for braking start, and 120N for emergency pressure boost). At the bottom of the first arc plate 1, a first contact 10, a second contact 11, and a third contact 12 are provided concentrically and elastically expandable. In particular, the first contact 10, the second contact 11, the third contact 12 and the first arc plate 1 can all be connected via spring-like elastic elements, and both ends of the elastic elements are connected to the first arc plate 1 and the bottom of the contacts, respectively, enabling the contacts to expand and contract toward or away from the conductive elastic plate 6. The diameters of the first contact 10, the second contact 11, and the third contact 12 increase in order, and their thicknesses decrease in order. Here, thickness refers to the axial length (i.e., direction of motion) of the contact. The concentric arrangement ensures precise alignment between the contact and the conductive elastic plate 6, with the diameter increasing sequentially (for example, the diameter of the first contact 10 is 5 mm, the diameter of the second contact 11 is 11 mm, and the diameter of the third contact 12 is 19 mm), and the thickness decreasing sequentially (for example, the thickness of the first contact 10 is 0.5 mm, the thickness of the second contact 11 is 0.4 mm, and the thickness of the third contact 12 is 0.3 mm). This ensures that the contacts are made in order of increasing pressure when the pedal is pressed (for example, the first contact 10 is made to contact the conductive elastic plate 6 with a pressure of 80N, the second contact 11 with a pressure of 100N, and the third contact 12 with a pressure of 120N), thereby progressively associating different pressures with the contacts. The conductive properties of the contacts ensure that the pressure sensor signal is transmitted via the control module 22, forming a logical control chain of pressure trigger, circuit conduction, and braking activation. The stepped contacts enable precise matching of pressure stages and braking strength. The first contact 10, second contact 11, third contact 12, and conductive elastic plate 6 are all electrically connected to the control module 22, which is connected to the brake pedal. Through this electrical connection, pressure signals and contact signals are transmitted to the control module 22 in real time. The control module 22 communicates with the brake pedal actuator via the CAN bus, enabling high-speed response of judgment results and braking operation.The control module 22 does not directly control the accelerator but is connected to the brake pedal, avoiding interference with normal accelerator operation and ensuring driving safety by providing braking only in the event of pedal misapplication via the brake pedal, thereby solving problems such as signal transmission delay (slow braking response) and interference with normal accelerator control (impact on normal acceleration operation) in conventional devices. By optimizing the electrical connection and control logic, a balance is struck between protection and smooth driving, that is, the difference between normal strong acceleration operation and pedal misapplication due to panic is accurately distinguished, ensuring smooth normal driving and rapid braking in the event of pedal misapplication in an emergency. In particular, the contacts are one or more of the first contact 10, second contact 11, and third contact 12.

[0037] More specifically, in actual applications, the second arc plate 2 is fitted and connected to the accelerator pedal of an automobile, that is, the second arc plate 2 is attached to the upper surface of the accelerator pedal. During actual driving, when the pedal pressure reaches 80N, the first arc plate 1 descends due to the compression action of the first spring 5, and the first contactor 10, having the largest thickness, preferentially contacts the conductive elastic plate 6 under the same pressure, that is, at this point the first contactor 10 contacts the conductive elastic plate 6 first, and after contacting the conductive elastic plate 6, the pedal pressure is transmitted via the first contactor 10 to the lower alarm stage pressure sensor 7, and when the alarm stage pressure sensor 7 detects that the pressure has reached the threshold of 80N, it transmits a signal to the control module 22, and the control module 22 can issue an alarm signal to warn the driver to avoid erroneous operation. In this case, the second contactor 11 and the third contactor 12 have a larger diameter and smaller thickness, so they do not contact the conductive elastic plate 6, and no valid signals are output from the startup stage pressure sensor 8 and the emergency stage pressure sensor 9. When the pedal pressure increases to 100N, the first spring 5 is further compressed, and the first arc plate 1 descends until the second contactor 11 contacts the conductive elastic plate 6. At this point, the first contactor 10 remains in contact with the conductive elastic plate 6, and the pressure still acts on the alarm stage pressure sensor 7, resulting in a state where both the first contactor 10 and the second contactor 11 are in contact with the conductive elastic plate 6. After the second contactor 11 contacts the conductive elastic plate 6, the pressure is transmitted to the start-up stage pressure sensor 8. When the start-up stage pressure sensor 8 detects a threshold of 100N, it transmits its respective signals to the control module 22 along with the alarm stage pressure sensor 7. The control module 22 then cuts off the power supply and controls the brake pedal to apply braking. In particular, when the pressure is between 10 and 120 N, the control module 22 sends a fuel supply stop or power cut-off signal to the vehicle ECU via the CAN bus (stopping fuel supply in the case of gasoline vehicles and cutting off the high-voltage circuit in the case of electric vehicles), preventing further increase in vehicle speed due to accidental acceleration. The control module 22 then activates the brake pedal actuator via a relay, controlling the brake motor to pull the brake pedal with a rope. At this point, the third contactor 12 still does not contact the conductive elastic plate 6, and the emergency stage pressure sensor 9 does not output a signal.When the pedal pressure reaches 120N, the first spring 5 is compressed, and the first arc plate 1 descends until the third contactor 12 contacts the conductive elastic plate 6, resulting in the first contactor 10, second contactor 11, and third contactor 12 all contacting the conductive elastic plate 6. After the third contactor 12 contacts the conductive elastic plate 6, the pressure is transmitted to the emergency stage pressure sensor 9. When the emergency stage pressure sensor 9 detects the threshold of 120N, the emergency stage pressure sensor 9, the activation stage pressure sensor 8, and the alarm stage pressure sensor 7 all transmit their respective signals to the control module 22. The control module 22 then activates the brake booster pump, improving braking force and shortening braking distance through coordinated control with the ECU. In this case, all contactors and sensors are activated, providing the control module 22 with the highest priority trigger signal. This accurately distinguishes between normal strong acceleration and accidental pedal misapplication due to panic, ensuring smooth normal driving and rapid braking in emergency situations where pedal misapplication occurs.

[0038] In some preferred embodiments, the contact surfaces of the first contact 10, the second contact 11, and the third contact 12 are all made of gold-plated copper.

[0039] Specifically, the contact surfaces of the first contact 10, second contact 11, and third contact 12 are all made of gold-plated copper. Gold-plated copper has low contact resistance (specifically, it can be set to a thickness of 0.1 mm and contact resistance < 50 mΩ), ensuring stable current transmission and avoiding signal attenuation due to excessive contact resistance, such as the inability to accurately transmit pressure sensor signals. In particular, the gold-plated structure has excellent oxidation and corrosion resistance (salt spray test > 500 hours), maintaining good conductivity even after long-term use and effectively extending the service life of the contacts. By adopting copper as the base structure, conductivity (electrical conductivity 58 MS / m) and cost are balanced, avoiding the high cost associated with pure gold materials. The base is the fundamental structure at the bottom, and this solves the problems of conventional devices, such as high contact resistance (distortion of signal transmission), susceptibility to oxidation and corrosion (becoming inoperable after short-term use), and excessively high cost (pure precious metal material), thus balancing conductivity, durability, and economy.

[0040] In some preferred embodiments, the base material of the first contact 10, second contact 11, and third contact 12 is a nickel-titanium shape memory alloy, and copper-constantan bimetallic compensation rings 13 are bonded between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12.

[0041] Specifically, the base material of the first contact 10, second contact 11, and third contact 12 is a nickel-titanium shape memory alloy. That is, the nickel-titanium shape memory alloy forms the main body of the first contact 10, second contact 11, and third contact 12, and moves synchronously according to the corresponding first contact 10, second contact 11, and third contact 12. Synchronous movement refers to the newly provided structure elastically expanding and contracting toward or separating from the conductive elastic plate 6 according to the corresponding first contact 10, second contact 11, and third contact 12. Copper-constantan bimetallic compensation rings 13 are bonded between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12. Nickel-titanium shape memory alloy (phase transition temperature -25 to 65°C) has temperature-adaptive properties, for example, shrinkage at low temperatures (<-15°C) is ≤0.5%, and expansion at high temperatures (>55°C) is ≤0.5%, thus avoiding dimensional changes of the contact due to temperature. The copper-constantan bimetallic piece compensation ring 13 has the following properties: The thermal expansion coefficient of the copper side is 16.5 × 10⁻⁶. -6 The temperature is / ℃, and the coefficient of thermal expansion on the constantan side is 1.5 × 10⁻⁶. -6 The temperature is / ℃. In particular, the copper-constantan bimetallic piece compensation ring 13 between the first contact 10 and the second contact 11 is flush with the second contact 11, and the copper-constantan bimetallic piece compensation ring 13 between the first contact 10 and the second contact 11 is adhered to the outer wall of the second contact 11 and moves synchronously with the second contact 11. The copper-constantan bimetallic piece compensation ring 13 between the second contact 11 and the third contact 12 is flush with the third contact 12, and the copper-constantan bimetallic piece compensation ring 13 between the second contact 11 and the third contact 12 is adhered to the outer wall of the third contact 12 and moves synchronously with the third contact 12.

[0042] More specifically, the nickel-titanium shape memory alloy base shrinks at low temperatures (e.g., -25°C), with a shrinkage of ≤0.5%. For example, if the diameter of the first contact 10 is 5 mm, its diameter after shrinkage decreases by approximately 0.025 mm, and simultaneously, the overall thickness of the contact (0.5 mm) shrinks by approximately 0.0025 mm. This shrinkage widens the initial assembly gap between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12. Without compensation, when the pressing pressure reaches the threshold, the contact needs to descend further before contacting the conductive elastic plate 6, causing a trigger delay (for example, it should be triggered at 80 N, but 85 N is required due to the gap widening), which affects the accuracy of mis-press detection. Therefore, at low temperatures, both the copper layer and the constantan layer of the copper-constantan bimetallic compensation ring 13 shrink due to the decrease in temperature. However, because copper has a higher coefficient of thermal expansion, its shrinkage rate is also higher, and the amount of shrinkage on the copper side is greater than the amount of shrinkage on the constantan side. For example, if the temperature drops by 40°C, the amount of shrinkage on the copper side = 16.5 × 10 -6 / ℃ × 40℃ × ring length L, constantan side shrinkage amount = 1.5 × 10 -6 The shrinkage rate is / ℃ × 40℃ × ring length L, and the amount of shrinkage on the copper side is 11 times that of the constantan side. Because the constantan layer, which shrinks less, limits the shrinkage of the copper layer, the entire copper-constantan bimetallic piece compensation ring 13 is bent towards the constantan side. The amount of bending is exactly 0.1 mm (a pre-designed compensation amount), and this bending brings adjacent contacts closer to each other by 0.1 mm, precisely compensating for the gap expansion (approximately 0.025~0.05 mm) caused by the shrinkage of the nickel-titanium contacts. As a result, the contacts maintain the gap in the initial design, ensuring contact with threshold accuracy when pressed, and avoiding trigger delay. In particular, the nickel-titanium contacts are one or more of the first contact 10, second contact 11, and third contact 12, which use a nickel-titanium shape memory alloy material as their base.

[0043] The nickel-titanium shape memory alloy base expands at high temperatures (e.g., 65°C), and the expansion amount is ≤ 0.5%. For example, the diameter of the first contact 10 is 5 mm, and the diameter after expansion increases by about 0.025 mm, and the thickness (0.5 mm) increases by about 0.025 mm. Due to this expansion, the insulation gaps between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12 are compressed, and a situation occurs where adjacent contacts directly contact each other (e.g., the original insulation gap of 0.1 mm shrinks to 0.05 mm after expansion, and when there are vibrations or pressure fluctuations, adjacent contacts are more likely to contact), causing a short circuit in the circuit (e.g., the second contact 11 and the third contact 12 are short-circuited, and the emergency pressure sensor 9 is accidentally triggered), which may prevent normal operation, or cause misjudgment and panic and missteps. Therefore, at high temperatures, both the copper layer and the constantan layer of the copper-constantan bimetal piece compensation ring 13 expand due to the temperature rise, but since the thermal expansion coefficient of copper is larger, the expansion amount on the copper side is larger than that on the constantan side. For example, when the temperature rises by 40°C, the expansion amount on the copper side = 16.5×10 -6 / °C × 40°C × ring length L, and the expansion amount on the constantan side = 1.5×10 -6 / °C × 40°C × ring length L, and the expansion amount on the copper side is 11 times that on the constantan side. Since the constantan layer with a smaller expansion amount restricts the expansion of the copper layer, the entire copper-constantan bimetal piece compensation ring 13 is bent towards the copper side. The bending amount is still 0.1 mm, and due to this bending, adjacent contacts are separated from each other by 0.1 mm, exactly offsetting the gap reduction (about 0.025 - 0.5 mm) due to the expansion of the nickel-titanium contact. As a result, the contacts maintain a safe insulation gap, avoiding contact and short circuit between adjacent contacts, and ensuring that the sensor is accurately triggered according to the pressure stage.

[0044] As described above, the essence of the compensation mechanism of the copper-constantan bimetallic piece compensation ring 13 lies in offsetting other unavoidable deformations (thermal contraction or expansion of the nickel-titanium contacts) with controllable deformation (bending of the copper-constantan bimetallic piece compensation ring 13). The amount of thermal deformation of the nickel-titanium contacts is the source of compensation demand, and it was determined that a bending amount of 0.1 mm is required to offset this. The difference in the thermal expansion coefficients of copper and constantan is the driving force of the deformation, ensuring that stable asymmetric bending occurs during temperature changes. The bending direction of the copper-constantan bimetallic piece compensation ring 13 (towards the constantan side at low temperatures and towards the copper side at high temperatures) and the amount of bending (0.1 mm) are key to precise compensation, bringing adjacent contacts closer or further apart by the corresponding distance, accurately covering the gap changes of the nickel-titanium contacts, and ultimately achieving contact accuracy of the contacts in environments from -25 to 65°C, providing a stable structural foundation for distinguishing between normal strong acceleration operations and accidental pedal misapplication due to panic.

[0045] In some preferred embodiments, an NTC thermistor 14, which is electrically connected to a control module 22, is fitted into the conductive elastic plate 6.

[0046] Specifically, an NTC thermistor 14, electrically connected to the control module 22, is embedded in the conductive elastic plate 6. The NTC thermistor 14 captures the temperature of the contact area in real time, transmits the data to the control module 22, and provides data basis for temperature compensation (for example, it can control the bending of the copper-constantan bimetallic piece compensation ring 13 at low temperatures and adjust the preload of the first spring 5 at high temperatures). In particular, by embedding the thermistor at the center of the conductive elastic plate 6 and being close to the contact surface, temperature measurement errors are reduced and the accuracy of temperature data is ensured. This solves the problems of conventional devices, such as the lack of a temperature monitoring function (structural deviation due to the inability to actively adjust the temperature) and inaccurate temperature measurement (compensation delay due to the temperature sensor being far from the contact area), providing data support for environmentally adaptive compensation and ensuring the accuracy of malfunction detection.

[0047] More specifically, in low-temperature bimetal bending control, when the NTC thermistor 14 detects that the temperature of the contact area has dropped to -15°C (for example, after parking outdoors in a northern winter), its resistance value rises to approximately 80kΩ. The control module 22 converts the resistance signal into temperature data via an AD sampling circuit (calculated to be -15°C), compares it with a preset threshold, and then determines that "bending compensation of the copper-constantan bimetal piece compensation ring 13 needs to be activated," and sends a compensation command to the "copper-constantan bimetal piece compensation ring 13 auxiliary drive unit." The copper-constantan bimetal piece compensation ring 13 decreases to -15°C along with the contact area temperature, spontaneously undergoing asymmetrical contraction. The constantan side, which contracts less, limits the contraction of the copper side, bending the entire copper-constantan bimetal piece compensation ring 13 towards the constantan side, and the amount of bending reaches precisely a preset value (for example, 0.1mm). The copper-constantan bimetallic compensation ring 13 is fitted between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12. Its bending toward the constantan side brings adjacent contacts closer together via a physical connection structure, precisely filling the gaps caused by the contraction of the nickel-titanium contacts and restoring the nickel-titanium contacts to their initial design gaps. This ensures that the first contact 10 makes precise contact with the conductive elastic plate 6 under a pressure of 80N, thus avoiding trigger delay. Adjusting the preload of the first spring 5 at high temperatures means that when the NTC thermistor 14 detects that the temperature of the contact area has risen to 55°C (for example, after exposure to sunlight in a car during the summer), its resistance value drops to approximately 3kΩ. The control module 22 converts the resistance signal into temperature data (55°C), compares it with a threshold, and determines that "it is necessary to activate the preload adjustment of the first spring 5," and sends an adjustment command to the "first spring 5 preload adjustment unit" (this can be a transmission structure consisting of a stepping motor 23 and a gear set 24, where the inner wall of the gear of the gear set 24 is screw-connected to the outer wall of the screw 3, and the stepping motor 23 is electrically connected to the control module 22). After receiving the command from the control module 22, the stepping motor 23 of the first spring 5 preload adjustment unit rotates the gear set 24.The gear set 24 engages with the thread structure at the top of the screw 3, moving the screw 3 upward along the first positioning groove 4. The upward movement of the screw 3 compresses the first spring 5 further, increasing the preload of the first spring 5. As a result, the first arc plate 1 needs to be subjected to greater pressure to descend, indirectly extending the contact time between the contactor and the conductive elastic plate 6. Due to the expansion of the nickel-titanium contactor, the gap narrows, preventing the contactor from making contact with the conductive elastic plate 6 unless the pressure reaches a level greater than the preset pressure, thus avoiding misjudgment due to premature contact at low pressure.

[0048] In some preferred embodiments, a nanoceramic liquid reservoir layer 15 is provided on the contact surfaces of the first contact 10, the second contact 11, and the third contact 12, and a plurality of liquid reservoir holes 16 are provided in the nanoceramic liquid reservoir layer 15, and conductive grease is filled into each liquid reservoir hole 16.

[0049] Specifically, a nanoceramic liquid reservoir layer 15 is provided on the contact surfaces of the first contact 10, the second contact 11, and the third contact 12. Multiple liquid reservoir holes 16 are provided in the nanoceramic liquid reservoir layer 15, and conductive grease is filled into each of the liquid reservoir holes 16. The nanoceramic liquid reservoir layer 15 (specifically, it can be set to aluminum oxide ceramic, with a thickness of 0.3 mm and a porosity of 30%) has high hardness (HV1200) and wear resistance, and can effectively protect the gold plating layer on the contact surface. At the same time, the liquid reservoir holes 16 (specifically, they can be set to 50 μm) provide storage space for the conductive grease, which (specifically, it can be set to nano-silver components, with a conductivity of 1.2 × 10⁻¹⁰) 5The contacts (S / m) have the following characteristics. When worn (wear amount of the gold-plated copper layer is 0.05 to 1 mm), grease seeps out due to the pressure applied when pressed, filling the wear gap and maintaining the contact resistance at 30 mΩ or less, while simultaneously providing a lubricating effect and reducing wear due to friction between the contact and the conductive elastic plate 6. This solves the problems of rapid contact wear in conventional devices (for example, becoming inoperable after 30,000 to 50,000 presses) and contact failure (interruption of signal transmission) after wear, significantly improving the service life of the contacts while simultaneously ensuring accuracy in malfunction detection. In particular, the nanoceramic reservoir layer 15 applied to the contact surface of the first contact 10 moves synchronously with the first contact 10. The nanoceramic reservoir layer 15 applied to the contact surface of the second contact 11 moves synchronously with the second contact 11. The nanoceramic reservoir layer 15 applied to the contact surface of the third contact 12 moves synchronously with the third contact 12.

[0050] In some preferred embodiments, a polyimide film 17 is filled between the first contact 10 and the second contact 11, and a polyimide film 17 is filled between the second contact 11 and the third contact 12.

[0051] Specifically, a polyimide film 17 is installed between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12. The polyimide film 17 (specifically, its thickness can be set to 0.1 mm and its heat resistance temperature can be set to -269 to 400°C) has excellent insulating properties (dielectric breakdown voltage ≥ 3 kV), completely isolating adjacent contacts and preventing short circuits due to contact displacement and expansion (for example, false triggering due to contact between the second contact 11 and the third contact 12). The polyimide film 17 also has excellent flexibility (bending radius ≤ 1 mm), so as not to affect the normal sliding of the first arc plate 1, and at the same time has excellent aging resistance (service life > 10 years), so that its insulating performance does not deteriorate even after long-term use. This solves the problems of conventional devices, such as the lack of insulating isolation between contacts (for example, prone to false triggering due to short circuits) and the poor heat resistance of the insulating material (for example, dielectric breakdown at high temperatures), ensuring that the contacts operate independently and avoiding interference with the circuit. This allows for accurate distinction between normal strong acceleration operations and accidental pedal misapplication due to panic, ensuring smooth operation during normal driving and rapid braking in the event of pedal misapplication in emergencies. In particular, the polyimide film 17 filled and installed between the first contact 10 and the second contact 11 is flush with the second contact 11, and the polyimide film 17 between the first contact 10 and the second contact 11 is adhered to the outer wall of the second contact 11 and moves synchronously with the second contact 11. The polyimide film 17, which is filled and installed between the second contact 11 and the third contact 12, is flush with the third contact 12, and the polyimide film 17 between the second contact 11 and the third contact 12 is adhered to the outer wall of the third contact 12 and moves synchronously with the third contact 12.

[0052] In some preferred embodiments, the first contactor 10, the second contactor 11, and the third contactor 12 are all connected to the first arc plate 1 by an elastic buffer pad 18.

[0053] Specifically, the first contact element 10, the second contact element 11, and the third contact element 12 are all connected to the first arc plate 1 by an elastic cushioning pad 18. The elastic cushioning pad 18 has elastic deformation ability and absorbs instantaneous impact forces when stepped on, for example, a 120N pressure impact when mistakenly stepping on the wrong pedal due to panic, and reduces rigid collision between the contact element and the arc plate, thereby protecting the nickel-titanium shape memory alloy base and the gold-plated copper layer on the surface. Due to the elasticity of the elastic cushioning pad 18, a soft contact is formed when the contact element comes into contact with the conductive elastic plate 6, preventing deformation of the conductive elastic plate 6 due to hard contact, for example, fatigue failure of a beryllium copper conductive elastic plate 6 due to long-term hard contact. This solves the problems of conventional devices where the contact elements lack a cushioning structure and are easily damaged (cracking of the base material due to impact, peeling of the gold-plated layer) and the conductive elastic plate 6 suffers rapid fatigue failure (deformation due to hard contact), extending the service life of the contact element and conductive elastic plate 6, reducing replacement costs, and continuously providing a highly accurate malfunction detection function. In particular, the elastic cushioning pad 18 can be made of silicone rubber, which provides both elasticity and support, has extremely high environmental resistance, does not affect the contact conductivity characteristics, and does not cause short circuits in adjacent components.

[0054] In some preferred embodiments, a plurality of elastic protrusions 19 are provided on the contact surface of the conductive elastic plate 6, the plurality of elastic protrusions 19 are arranged in an array, and the top of each elastic protrusion 19 is a spherical structure.

[0055] Specifically, the contact surface of the conductive elastic plate 6 is provided with multiple elastic protrusions 19, which are arranged in an array, and the top of each elastic protrusion 19 has a spherical structure. The elastic protrusions 19 can be made of beryllium copper, and their height may be 0.2 mm, their diameter 0.5 mm, and their array pitch 1 mm. When pressed, point contact is formed with the contactor, increasing the localized contact pressure compared to surface contact and creating a pressure concentration effect, thereby ensuring the contact resistance temperature. Even if there is slight dirt on the surface of the contactor, good conductivity can be ensured, and the accuracy of malfunction detection can be ensured. The spherical structure (the radius of curvature can be specifically set to 0.3 mm) prevents the tip of the elastic protrusion 19 from becoming sharp and damaging the gold-plated copper layer of the contactor, and also has a guiding effect, guiding the contactor to make precise contact. The elastic projection 19 is elastic, cushioning the impact of pressing down and reducing the deformation of the entire conductive elastic plate 6. This solves the problems of conventional devices, such as poor contact between the elastic plate and the contactor (surface contamination, increased resistance due to slight wear), and the tip of the elastic plate becoming sharp and easily damaging the contactor (destruction of the conductive surface layer), thereby improving contact stability and component durability. This allows for accurate distinction between normal strong acceleration operations and accidental pedal misapplication due to panic, ensuring smooth operation during normal driving and rapid braking in emergency situations where pedal misapplication occurs.

[0056] In some preferred embodiments, the base of the first contactor 10 is provided with a resistive wear sensor 20 that is electrically connected to a control module 22.

[0057] Specifically, the base of the first contact 10 is provided with a resistive wear sensor 20 electrically connected to the control module 22. The resistive wear sensor 20 monitors the amount of wear of the first contact 10, i.e., the total amount of wear of the gold-plated copper layer and the nickel-titanium shape memory alloy base, in real time and can record data in which the output resistance changes linearly according to the amount of wear. For example, if the amount of wear is 0.1 mm, the resistance change will be 50 Ω. The resistive wear sensor 20 transmits the wear data to the control module 22, and when the amount of wear becomes > 0.1 mm, the control module 22 sends a maintenance reminder (e.g., a pop-up window on the instrument panel) to the on-board central control unit and controls the increase in the amount of conductive grease seeping from the nanoceramic reservoir layer 15, thereby extending the service life and continuously ensuring the accuracy of malfunction detection. This solves the problems of conventional equipment, such as the lack of wear monitoring (making maintenance timing unpredictable and posing safety risks due to sudden failures) and delayed maintenance (resulting in braking delays due to continued use after exceeding the wear limit). It enables visualization of wear conditions and proactive warnings, improves system reliability, and ensures accurate detection of malfunctions throughout the entire process.

[0058] In some preferred embodiments, a laser displacement sensor 21 is fitted to the side wall of each screw 3, the detection surface of the laser displacement sensor 21 is positioned facing the first contact 10, and the laser displacement sensor 21 is electrically connected to the control module 22.

[0059] Specifically, a laser displacement sensor 21 is fitted to the side wall of each screw 3, with the detection surface of the laser displacement sensor 21 facing the first contact 10, and the laser displacement sensor 21 is electrically connected to the control module 22. The laser displacement sensor 21 captures the downward displacement of the first arc plate 1 in real time, and the control module 22's algorithm converts it into instantaneous pedaling speed and speed change rate. In particular, the four sensors can be divided into two sets: a main system and a redundant system. That is, the two located on the same diagonal are designated as main system sensors, and the other two as redundant system sensors. If the data deviation exceeds >0.005 mm, the control module 22 automatically switches to the redundant system sensors to ensure the accuracy of the displacement data. This enables accurate coordinated judgment of speed data and pressure data (for example, if the pressure is 100 N but the speed is ≤ 5 mm / s, it is treated as a normal acceleration operation, and if the speed is ≥ 15 mm / s, it is treated as a pedal misoperation due to panic), and significantly reduces the rate of misjudgment. This solves the problems of conventional devices, which rely solely on pressure judgment, resulting in a high rate of misjudgment (unable to distinguish between normal strong acceleration and pedal misapplication due to panic) and inaccurate displacement data (judgment invalidation due to single sensor failure). It enables accurate identification of operating intent and further accurately distinguishes between normal strong acceleration and pedal misapplication due to panic, ensuring smooth normal driving and rapid braking in emergency situations where pedal misapplication occurs.

[0060] Through the above technical means, the brake misapplication prevention system provided by the present invention, which includes a trigger module and a control module 22, is configured such that the trigger module is used to sense operation, and the control module 22 is used to execute decision-making. This forms a complete closed loop for data collection, logical judgment, and braking control, clearly defining the roles of each module and ensuring efficient coordinated operation. The trigger module includes a first arc plate 1 and a second arc plate 2 arranged in order from top to bottom. The first arc plate 1 is made of a conductive material and has a non-slip rubber layer on its surface. The second arc plate 2 is made of an insulating material. Both the first and second arc plates 1 and 2 have an arc-shaped structure, which better conforms to the curved structure of the accelerator pedal and the shape of the driver's foot sole, improving comfort when pressing the pedal and avoiding foot slippage and difficulty in applying force due to a flat structure. The conductive material properties of the first arc plate 1 provide a conductive base for the stepped contacts. The anti-slip rubber layer is used to increase the friction force on the sole of the foot and prevent malfunctions caused by the foot slipping when pressing down. In particular, the surface of the anti-slip rubber layer can have a diamond pattern. The insulating material properties of the second arc plate 2 are used to avoid short circuits between the conductive elastic plate 6 and the metal part of the pedal and to ensure the safety of the circuit. In particular, the material of the second arc plate 2 can be epoxy resin, which has an excellent insulating effect. Four screws 3 are uniformly provided at the bottom of the first arc plate 1, and four corresponding first positioning grooves 4 are provided in the second arc plate 2. A first spring 5 is attached to each screw 3, and both ends of the first spring 5 are connected to the first arc plate 1 and the second arc plate 2, respectively. The natural length of the first spring 5 is greater than the length of the screw 3, so that each screw 3 fits into and engages with the corresponding first positioning groove 4. The depth of the first positioning groove 4 is greater than the length of the screw 3, and the structural arrangement of the four screws 3 is distributed in a rectangular shape. In accordance with the corresponding engagement of the first positioning groove 4, the first arc plate 1 is restricted to sliding only in the axial direction of the screw 3, thereby avoiding misalignment of the contactor due to lateral displacement.In particular, the natural length of the first spring 5 is greater than the length of the screw 3, so the first spring 5 forms an elastic support, maintaining the natural gap between the first arc plate 1 and the second arc plate 2 when not pressed, and being compressed by the pressure when pressed, realizing a linear correlation change between pressure and displacement. The depth of the first positioning groove 4 is greater than the length of the screw 3, ensuring that the first arc plate 1 has sufficient movement space, providing a basis for accurately distinguishing between normal strong acceleration operations and accidental pedal misapplication due to panic. A conductive elastic plate 6 is provided at the top of the second arc plate 2, and a warning stage pressure sensor 7, an activation stage pressure sensor 8, and an emergency stage pressure sensor 9 are fitted sequentially onto the conductive elastic plate 6. The conductive elastic plate 6 provides a conductive path to the pressure sensors and is specifically made of beryllium copper, and a graphene coating can be installed on its surface. This structure has excellent elasticity and effectively cushions the impact caused by pressing. The three-stage pressure sensor enables stepwise detection (the threshold for the alarm stage pressure sensor 7 can be set to 80N, the threshold for the activation stage pressure sensor 8 to 100N, and the threshold for the emergency stage pressure sensor 9 to 120N), avoiding false judgments based on a single pressure threshold (for example, 80N for alarm, 100N for braking activation, and 120N for emergency pressure boost). At the bottom of the first arc plate 1, conductive first contacts 10, second contacts 11, and third contacts 12 are arranged concentrically in sequence, corresponding to the positions of the conductive elastic plate 6. The diameters of the first contacts 10, second contacts 11, and third contacts 12 increase sequentially, and their thicknesses decrease sequentially. The concentric arrangement ensures precise alignment between the contacts and the conductive elastic plate 6. The diameters increase sequentially (for example, the diameter of the first contact 10 is 5 mm, the diameter of the second contact 11 is 11 mm, and the diameter of the third contact 12 is 19 mm), and the thicknesses decrease sequentially (for example, the thickness of the first contact 10 is 0.5 mm, the thickness of the second contact 11 is 0.4 mm, and the thickness of the third contact 12 is 0.3 mm).This ensures that contact occurs in order of increasing pressure when the device is pressed (for example, the first contact element 10 contacts the conductive elastic plate 6 with a pressure of 80N, the second contact element 11 contacts the conductive elastic plate 6 with a pressure of 100N, and the third contact element 12 contacts the conductive elastic plate 6 with a pressure of 120N), thereby progressively associating different pressures with contact of the contact elements. The conductive properties of the contact elements ensure that the pressure sensor signal is transmitted via the control module 22, forming a logical control chain of pressure trigger, circuit conduction, and braking activation. This solves the problem in conventional devices where a single contact element cannot distinguish between pressure stages, leading to confusion in the contact sequence (for example, braking delay due to high-pressure line contact), and enables precise matching of pressure stages and braking strength with stepped contact elements. The first contact element 10, the second contact element 11, the third contact element 12, and the conductive elastic plate 6 are all electrically connected to the control module 22, which is connected to the brake pedal. Through this electrical connection, pressure signals and contact signals are transmitted to the control module 22 in real time. The control module 22 communicates with the brake pedal actuator via the CAN bus, enabling high-speed response of judgment results and braking operations. The control module 22 does not directly control the accelerator but is connected to the brake pedal, avoiding interference with normal accelerator operation. Braking is achieved via the brake pedal only in the event of pedal misapplication, ensuring driving safety and solving problems such as signal transmission delay (slow braking response) and interference with normal accelerator control (impact on normal acceleration operation) in conventional devices. By optimizing the electrical connection and control logic, a balance is struck between protection and smooth driving. That is, the difference between normal strong acceleration operation and pedal misapplication due to panic is accurately distinguished, ensuring smooth normal driving and rapid braking in the event of pedal misapplication in emergencies.More specifically, when the pressing pressure reaches 80N, the first arc plate 1 descends due to the compression action of the first spring 5, and the first contact element 10, having the largest thickness, preferentially contacts the conductive elastic plate 6 under the same pressure. That is, at this point, the first contact element 10 contacts the conductive elastic plate 6 first, and after contacting the conductive elastic plate 6, the pressing pressure is transmitted via the first contact element 10 to the lower alarm stage pressure sensor 7. When the alarm stage pressure sensor 7 detects that the pressure has reached the threshold of 80N, it transmits a signal to the control module 22, which then issues an alarm signal to warn the driver to avoid erroneous operation. In this case, the second contact element 11 and the third contact element 12 have larger diameters and smaller thicknesses, so they do not contact the conductive elastic plate 6, and no valid signals are output from the startup stage pressure sensor 8 and the emergency stage pressure sensor 9. When the pedal pressure increases to 100N, the first spring 5 is further compressed, and the first arc plate 1 descends until the second contactor 11 contacts the conductive elastic plate 6. At this point, the first contactor 10 remains in contact with the conductive elastic plate 6, and the pressure still acts on the alarm stage pressure sensor 7, resulting in a state where both the first contactor 10 and the second contactor 11 are in contact with the conductive elastic plate 6. After the second contactor 11 contacts the conductive elastic plate 6, the pressure is transmitted to the start-up stage pressure sensor 8. When the start-up stage pressure sensor 8 detects a threshold of 100N, it transmits its respective signals to the control module 22 along with the alarm stage pressure sensor 7. The control module 22 then cuts off the power supply and controls the brake pedal to apply braking. In particular, when the pressure is between 10 and 120 N, the control module 22 sends a fuel supply stop or power cut-off signal to the vehicle ECU via the CAN bus (stopping fuel supply in the case of gasoline vehicles and cutting off the high-voltage circuit in the case of electric vehicles), preventing further increase in vehicle speed due to accidental acceleration. The control module 22 then activates the brake pedal actuator via a relay, controlling the brake motor to pull the brake pedal with a rope. At this point, the third contactor 12 still does not contact the conductive elastic plate 6, and the emergency stage pressure sensor 9 does not output a signal.When the pedal pressure reaches 120N, the first spring 5 is compressed, and the first arc plate 1 descends until the third contactor 12 contacts the conductive elastic plate 6, resulting in the first contactor 10, second contactor 11, and third contactor 12 all contacting the conductive elastic plate 6. After the third contactor 12 contacts the conductive elastic plate 6, the pressure is transmitted to the emergency stage pressure sensor 9. When the emergency stage pressure sensor 9 detects the threshold of 120N, the emergency stage pressure sensor 9, the activation stage pressure sensor 8, and the alarm stage pressure sensor 7 all transmit their respective signals to the control module 22. The control module 22 then activates the brake booster pump, improving braking force and shortening braking distance through coordinated control with the ECU. In this case, all contactors and sensors are activated, providing the control module 22 with the highest priority trigger signal. This accurately distinguishes between normal strong acceleration and accidental pedal misapplication due to panic, ensuring smooth normal driving and rapid braking in emergency situations where pedal misapplication occurs. The contact surfaces of the first contact 10, second contact 11, and third contact 12 are all made of gold-plated copper. Gold-plated copper has low contact resistance (specifically, it can be set to a thickness of 0.1 mm and a contact resistance of <50 mΩ), ensuring stable current transmission and avoiding signal attenuation due to excessive contact resistance, such as the inability to accurately transmit pressure sensor signals. In particular, the gold-plated structure has excellent oxidation and corrosion resistance (salt spray test >500 hours), maintaining good conductivity even after long-term use and effectively extending the service life of the contacts. By adopting copper as the base structure, conductivity (electrical conductivity 58 MS / m) and cost are balanced, avoiding the high cost associated with pure gold materials. The base is the fundamental structure at the bottom, and this solves the problems of conventional devices, such as high contact resistance (distortion of signal transmission), susceptibility to oxidation and corrosion (becoming inoperable after short-term use), and excessively high cost (pure precious metal material), thus balancing conductivity, durability, and economy. The base material of the first contact 10, second contact 11, and third contact 12 is a nickel-titanium shape memory alloy, and copper-constantan bimetallic compensation rings 13 are bonded between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12.Nickel-titanium shape memory alloy (phase transition temperature -25 to 65°C) has temperature-adaptive properties, for example, shrinkage at low temperatures (<-15°C) is ≤0.5%, and expansion at high temperatures (>55°C) is ≤0.5%, thus avoiding abrupt changes in the dimensions of the contact due to temperature. The copper-constantan bimetallic piece compensation ring 13 has the following properties: The thermal expansion coefficient of the copper side is 16.5 × 10⁻⁶. -6 The temperature is / ℃, and the coefficient of thermal expansion on the constantan side is 1.5 × 10⁻⁶. -6 The essence of the compensation mechanism of the copper-constantan bimetallic compensation ring 13 lies in offsetting other unavoidable deformations (thermal contraction or expansion of the nickel-titanium contacts) with controllable deformation (bending of the copper-constantan bimetallic compensation ring 13). The amount of thermal deformation of the nickel-titanium contacts is the source of compensation demand, and it was determined that a bending amount of 0.1 mm is required to offset this. The difference in the thermal expansion coefficients of copper and constantan is the power source of deformation, ensuring that stable asymmetric bending occurs during temperature changes. The bending direction of the copper-constantan bimetallic compensation ring 13 (towards the constantan side at low temperatures and towards the copper side at high temperatures) and the amount of bending (0.1 mm) are key to precise compensation, bringing adjacent contacts closer or further apart by the corresponding distance, accurately covering the gap changes of the nickel-titanium contacts, and ultimately achieving contact accuracy of the contacts in environments from -25 to 65°C, providing a stable structural foundation for distinguishing between normal strong acceleration operations and accidental pedal misapplication due to panic. An NTC thermistor 14, electrically connected to the control module 22, is embedded in the conductive elastic plate 6. The NTC thermistor 14 acquires the temperature of the contact area in real time and transmits the data to the control module 22, providing a data basis for temperature compensation (for example, a copper-constantan bimetallic strip is used at low temperatures). The bending of the compensation ring 13 can be controlled, and the preload of the first spring 5 can be adjusted at high temperatures. In particular, the thermistor is fitted at the center of the conductive elastic plate 6 and is close to the contact surface, which reduces temperature measurement errors and ensures the accuracy of temperature data. This solves the problems of conventional devices, such as the lack of a temperature monitoring function (structural deviation due to the inability to actively adjust the temperature) and inaccurate temperature measurement (delay in compensation due to the temperature sensor being far from the contact area), providing data support for environmentally adaptive compensation and ensuring the accuracy of malfunction detection.

[0061] The foregoing describes only embodiments of the present application and is not intended to limit the scope of protection. Those skilled in the art can make various modifications and alterations to the present application. Any modifications, equivalent substitutions, improvements, etc., made within the scope of the spirit and principles of the present application should be included within the scope of protection.

Claims

1. In a brake pedal misapplication prevention system including a trigger module and a control module 22, The trigger module includes a first arc plate 1 and a second arc plate 2 arranged in order from top to bottom, wherein the first arc plate 1 is made of a conductive material and has a non-slip rubber layer on its surface, the second arc plate 2 is made of an insulating material, four screws 3 are uniformly provided at the bottom of the first arc plate 1, four first positioning grooves 4 are provided corresponding to the second arc plate 2, each screw 3 has a first spring 5 attached to it, both ends of the first spring 5 are connected to the first arc plate 1 and the second arc plate 2 respectively, the natural length of the first spring 5 is greater than the length of the screws 3, each screw 3 fits into and engages with the corresponding first positioning groove 4, and the depth of the first positioning groove 4 is greater than the length of the screws 3. A conductive elastic plate 6 is provided at the top of the second arc plate 2, and an alarm stage pressure sensor 7, an activation stage pressure sensor 8, and an emergency stage pressure sensor 9 are fitted sequentially onto the conductive elastic plate 6. Conductive first contacts 10, 2, and 3 contacts 12 are provided concentrically and elastically expandable at the bottom of the first arc plate 1, corresponding to the positions of the conductive elastic plate 6. The diameters of the first contacts 10, 2, and 3 contacts 12 increase sequentially, and their thicknesses decrease sequentially. The first contacts 10, 2, and 3 contacts 12, as well as the conductive elastic plate 6, are all electrically connected to the control module 22, and the control module 22 is connected to the brake pedal. This is a brake pedal misapplication prevention system.

2. The brake pedal misapplication prevention system according to claim 1, characterized in that the contact surfaces of the first contact element 10, the second contact element 11, and the third contact element 12 are all made of gold-plated copper material.

3. The brake pedal misapplication prevention system according to claim 2, characterized in that the base material of the first contact 10, the second contact 11, and the third contact 12 is a nickel-titanium shape memory alloy, and a copper-constantan bimetallic piece compensation ring 13 is bonded between the first contact 10 and the second contact 11, and between the second contact 11 and the third contact 12.

4. The brake pedal misapplication prevention system according to claim 3, characterized in that an NTC thermistor 14 electrically connected to the control module 22 is fitted into the conductive elastic plate 6.

5. The brake pedal misapplication prevention system according to claim 2, characterized in that a nanoceramic liquid storage layer 15 is provided on the contact surfaces of the first contact element 10, the second contact element 11, and the third contact element 12, a plurality of liquid storage holes 16 are provided in the nanoceramic liquid storage layer 15, and conductive grease is filled into each of the liquid storage holes 16.

6. The brake pedal misapplication prevention system according to claim 1, characterized in that a polyimide film 17 is filled and installed between the first contact 10 and the second contact 11, and a polyimide film 17 is filled and installed between the second contact 11 and the third contact 12.

7. The brake pedal misapplication prevention system according to claim 1, characterized in that the first contactor 10, the second contactor 11, and the third contactor 12 are all connected to the first arc plate 1 by an elastic cushioning pad 18.

8. The brake pedal misapplication prevention system according to claim 1, characterized in that a plurality of elastic protrusions 19 are provided on the contact surface of the conductive elastic plate 6, the plurality of elastic protrusions 19 are arranged in an array, and the top of each elastic protrusion 19 is a spherical structure.

9. The brake pedal misapplication prevention system according to claim 1, characterized in that a resistive wear sensor 20 electrically connected to the control module 22 is provided on the base portion of the first contactor 10.

10. A laser displacement sensor 21 is fitted to the side wall of each screw 3, the detection surface of the laser displacement sensor 21 is positioned facing the first contact 10, and the laser displacement sensor 21 is electrically connected to the control module 22, characterized in that the brake pedal misapplication prevention system according to claim 1.

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