Brake pedal misoperation prevention system

Abstract

The present invention provides a system to prevent pedal misoperation during braking and relates to the field of automotive power unit technology. The main technical solution is as follows, comprising a trigger module and a control module; the trigger module comprises a first arc plate and a second arc plate installed sequentially from top to bottom, wherein the first arc plate is made of an electrically conductive material and an anti-slip rubber layer is installed on the surface of the first arc plate, the second arc plate is made of an insulating material, four screws are evenly installed on the bottom of the first arc plate, and four first positioning grooves are correspondingly opened and installed on the second arc plate, each screw is fitted with a first spring, and the first arc plate and the second arc plate are respectively connected to both ends of the first spring, and the natural length of the first spring is greater than the length of the screw. The brake pedal misoperation prevention system provided in this invention has the advantage of accurately distinguishing between normal rapid acceleration and pedal misoperation caused by panic, thereby ensuring smooth normal driving and guaranteeing rapid braking in the event of emergency pedal misoperation.

Description

Technology Field

[0001] This application relates to the field of automotive powertrain technology, specifically to a system for preventing pedal misoperation during braking. Background Technology

[0002] As the number of automobiles increases, incorrectly pressing the accelerator while braking has become one of the major factors causing traffic accidents. However, existing brake pedal misoperation devices primarily rely on a single pressure threshold to trigger braking and do not distinguish between normal rapid acceleration and pedal misoperation caused by panic. Some systems set the pressure threshold too high to prevent incorrect triggering, resulting in a response delay during emergency pedal misoperation; and some systems also set the pressure threshold too low, causing incorrect braking when accelerating normally (e.g., pressing the accelerator hard when overtaking or driving uphill), thereby interfering with normal driving.

[0003] The aforementioned problems must be urgently improved. Prior art literature

[0004] Republic of Korea Registered Patent No. 1856333 The problem to be solved

[0005] The purpose of the present application is to solve the aforementioned problem by providing a brake pedal misoperation prevention system that has the advantage of accurately distinguishing between normal rapid acceleration and pedal misoperation caused by panic, thereby ensuring smooth normal driving and ensuring rapid braking in the event of emergency pedal misoperation. means of solving the problem

[0006] The present application provides a system for preventing pedal misoperation during braking, and the technical solution is as follows:

[0007] Includes a trigger module and a control module;

[0008] The trigger module comprises a first arc plate and a second arc plate installed sequentially from top to bottom, wherein the first arc plate is made of an electrically conductive material and an anti-slip rubber layer is installed on the surface of the first arc plate, the second arc plate is made of an insulating material, four screws are evenly installed on the bottom of the first arc plate, and four first positioning grooves are correspondingly opened and installed on the second arc plate, each screw is fitted with a first spring, the first arc plate and the second arc plate are respectively connected to both ends of the first spring, the natural length of the first spring is greater than the length of the screw, each screw is appropriately engaged and connected to the corresponding first positioning groove, and the depth of the first positioning groove is greater than the length of the screw;

[0009] An electrically conductive spring seat is installed on the uppermost part of the second arc-shaped plate, and a warning level pressure sensor, a start level pressure sensor, and an emergency level pressure sensor are sequentially embedded in the electrically conductive spring seat; on the bottom of the first arc-shaped plate, an electrically conductive first contact head, a second contact head, and a third contact head are installed concentrically and elastically expandable at positions corresponding to the electrically conductive spring seat, and the diameters of the first contact head, the second contact head, and the third contact head increase sequentially and their thicknesses decrease sequentially; the first contact head, the second contact head, the third contact head, and the electrically conductive spring seat are all electrically connected to the control module, and the control module is connected to the brake pedal.

[0010] The brake pedal misoperation prevention system provided in this application comprises a trigger module and a control module, wherein the trigger module is used for detection operation and the control module is used for decision execution, and using this as a base structure, forms a complete closed loop of data collection, logical judgment, and braking control, thereby ensuring clear role division and efficient collaboration among each module; The trigger module includes a first arc-shaped plate and a second arc-shaped plate installed sequentially from top to bottom, wherein the first arc-shaped plate is made of an electrically conductive material and an anti-slip rubber layer is installed on the surface of the first arc-shaped plate, the second arc-shaped plate is made of an insulating material, and both the first arc-shaped plate and the second arc-shaped plate have an arc-shaped structure, which is more suitable for the curved structure of the accelerator pedal and the shape of the driver's sole, improves the comfort of pedal operation, and prevents discomfort in the sole of the foot or inconvenient force transmission due to a flat structure, the electrically conductive material characteristic of the first arc-shaped plate provides an electrically conductive base to the step contact head, and the anti-slip rubber layer is used to increase friction with the sole of the foot to prevent the foot from slipping and causing an incorrect trigger during pedal operation, wherein a diamond-shaped pattern is provided on the surface of the anti-slip rubber layer, and the insulating material characteristic of the second arc-shaped plate is used to prevent a short circuit between the electrically conductive spring seat and the metal part of the pedal to ensure circuit safety, wherein the material of the second arc-shaped plate may specifically be an epoxy resin having an excellent insulating effect; Four screws are evenly installed on the bottom of the first arc plate, and four first positioning grooves are correspondingly opened and installed on the second arc plate; each screw is fitted with a first spring, and the first arc plate and the second arc plate are respectively connected to both ends of the first spring, the natural length of the first spring is greater than the length of the screw, each screw is appropriately engaged and connected to the corresponding first positioning groove, the depth of the first positioning groove is greater than the length of the screw, and the structural layout of the four screws forms a rectangular distribution.It is engaged and connected to correspond to the first positioning groove, thereby restricting the first arc plate to slide only in the axial direction of the screw, and thereby preventing the contact head from becoming misaligned due to lateral displacement; wherein, since the natural length of the first spring is greater than the length of the screw, the first spring forms an elastic support, maintaining a natural gap between the first arc plate and the second arc plate when the pedal is not operated, and being compressed by pressure when the pedal is operated, thereby realizing a change in the linear correlation between pressure and displacement, and since the depth of the first positioning groove is greater than the length of the screw, it ensures sufficient stroke movement space for the first arc plate and provides a discrimination basis to accurately distinguish the difference in operation between normal rapid acceleration and pedal misoperation caused by panic; An electrically conductive spring seat is installed at the uppermost part of the second arc-shaped plate, and a warning level pressure sensor, an ignition level pressure sensor, and an emergency level pressure sensor are sequentially embedded in the electrically conductive spring seat; the electrically conductive spring seat provides an electrically conductive path to the pressure sensors and, specifically, may be made of beryllium-copper material, with a graphene coating layer installed on the surface; since this structure possesses excellent elasticity, it effectively cushions the shock of pedal operation, and the three-stage pressure sensor implements stepwise detection (the warning level pressure sensor threshold can be set to 80N, the ignition level pressure sensor threshold can be set to 100N, and the emergency level pressure sensor can be set to 120N), prevents misjudgment caused by a single pressure threshold (e.g., 80N warning, 100N ignition braking, 120N emergency pressure increase); On the bottom of the first arc plate, a first contact head, a second contact head, and a third contact head capable of electrical conduction are installed in a concentric manner so as to be elastically expandable at a position corresponding to an electrically conductive spring seat, and the diameters of the first contact head, the second contact head, and the third contact head increase sequentially and the thicknesses decrease sequentially, and the concentric layout ensures accurate alignment between the contact heads and the electrically conductive spring seat, andThe diameter increases sequentially (e.g., the diameter of the first contact head is 5 mm, the diameter of the second contact head is 11 mm, and the diameter of the third contact head is 19 mm), and the thickness decreases sequentially (e.g., the thickness of the first contact head is 0.5 mm, the thickness of the second contact head is 0.4 mm, and the thickness of the third contact head is 0.3 mm), thereby making contact in the order of increasing pressure during pedal operation (e.g., the first contact head contacts the electrically conductive spring seat by a pressure of 80 N, the second contact head contacts the electrically conductive spring seat by a pressure of 100 N, and the third contact head contacts the electrically conductive spring seat by a pressure of 120 N), thereby implementing a stepwise correlation of contact with the contact heads by different pressures, and the electrical conductivity characteristics of the contact heads ensure that the pressure sensor signal is transmitted through the control module, forming a logical control chain of pressure trigger, circuit conduction, and braking start, and a single contact in an existing device It resolves the problem where pressure levels cannot be distinguished by the head and the contact sequence is irregular (e.g., braking delay due to high-pressure linear contact), and implements accurate matching of pressure levels and braking intensity through a stepwise contact head; the first contact head, second contact head, third contact head, and electrically conductive spring seat are all electrically connected to a control module, and the control module is connected to the brake pedal; the electrical connection ensures that pressure 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, thereby enabling a rapid response of braking action based on the judgment result; since the control module is connected to the brake pedal rather than directly controlling the accelerator, it prevents interference with normal accelerator operation and ensures driving safety by implementing braking via the brake pedal only in the event of pedal misoperation; and resolves the problems of signal transmission delay (slow braking response) and interference with normal accelerator control (influence on normal acceleration operation) in existing devices.Through the optimization of electrical connections and control logic, protection and driving smoothness are balanced; that is, by accurately distinguishing the difference between normal rapid acceleration and pedal misoperation caused by panic, normal driving smoothness is ensured and rapid braking is guaranteed in the event of emergency pedal misoperation; Here, when the pedal operating pressure reaches 80N, the first arc plate moves down under the compression action of the first spring, and since the thickness of the first contact head is the largest, it preferentially contacts the electrically conductive spring seat under the same pressure, that is, at this time, the first contact head contacts the electrically conductive spring seat first, and when the first contact head contacts the electrically conductive spring seat, the pedal operating pressure is transmitted to the warning level pressure sensor below through the first contact head, and when the warning level pressure sensor detects that the pressure has reached the 80N threshold, it transmits a signal to the control module, and the control module transmits a warning signal to notify the driver not to operate incorrectly, and at this time, the second contact head and the third contact head do not contact the electrically conductive spring seat due to their larger diameter and smaller thickness, and there is no valid signal output from the starting level pressure sensor and the emergency level pressure sensor. When the pedal operating pressure increases to 100N, the first spring is additionally compressed, and the first arc-shaped plate moves down toward the second contact head to contact the electrically conductive spring seat; at this time, the first contact head continuously contacts the electrically conductive spring seat, and the pressure still acts on the warning level pressure sensor, thereby forming a state in which both the first contact head and the second contact head contact the electrically conductive spring seat; after the second contact head contacts the electrically conductive spring seat, the pressure is transmitted to the starting level pressure sensor, and when a threshold of 100N is detected by the starting level pressure sensor, the starting level pressure sensor and the warning level pressure sensor simultaneously transmit their respective signals to the control module, and the control module cuts off the power while controlling the brake pedal to perform braking, wherein, when the pressure is 10 to 120N,The control module transmits a fuel cutoff or power cutoff signal to the vehicle ECU via the CAN bus (stopping the fuel supply for internal combustion engine vehicles and cutting off the high-voltage circuit for electric vehicles) to prevent the vehicle speed from continuing to increase due to incorrectly pressing the accelerator, and the control module activates the brake pedal actuator via a relay and controls the brake motor to pull the brake pedal via a cable; at this time, the third contact head is still not in contact with the electrically conductive spring seat, and there is no signal from the emergency level pressure sensor. When the pedal operating pressure reaches 120N, the first spring is compressed, and the first arc-shaped plate moves down toward the third contact head to contact the electrically conductive spring seat, thereby forming a state where the first, second, and third contact heads are all in contact with the electrically conductive spring seat. After the third contact head contacts the electrically conductive spring seat, the pressure is transmitted to the emergency level pressure sensor. When the 120N threshold is detected by the emergency level pressure sensor, the emergency level pressure sensor, the starting level pressure sensor, and the warning level pressure sensor simultaneously transmit their respective signals to the control module. The control module can start the brake booster pump separately and control it collaboratively through the ECU to improve braking force and shorten braking distance. At this time, all contact heads and sensors are in an active state and provide a high-priority trigger signal to the control module. Accordingly, the difference in operation between normal rapid acceleration and pedal misoperation caused by panic is accurately distinguished, ensuring smooth normal driving and guaranteeing rapid braking in the event of emergency pedal misoperation.

[0011] Additionally, in the present application, the contact surfaces of the first contact head, the second contact head, and the third contact head are all made of gold-plated copper.

[0012] In the brake pedal misoperation prevention system provided in this application, the contact surfaces of the first contact head, the second contact head, and the third contact head are all made of gold-plated copper material, and the gold-plated copper material has a relatively low contact resistance (specifically, can be set to a thickness of 0.1 mm and a contact resistance < 50 mΩ), ensuring stable transmission of current, preventing signal attenuation due to excessive contact resistance, and, for example, preventing the inability of a pressure sensor signal to be accurately transmitted; wherein the gold-plated structure has good anti-oxidation and corrosion resistance effects (salt spray test > 500 hours), maintains good electrical conductivity even after long-term use, effectively extending the service life of the contact head, and by using copper material as the base structure, both electrical conductivity (electrical conductivity 58 m / m) and cost are considered, and excessive costs due to pure gold material are prevented, and the term "base" refers to a foundational structure that serves as the bottom, and accordingly, in existing devices, the contact resistance of the contact head is high (signal transmission distortion), it oxidizes and corrodes easily (failure after short-term use), and the cost is too high High (pure precious metal material) solves the problem, ensuring that electrical conductivity, durability, and cost-effectiveness are in balance.

[0013] Additionally, in the present application, the base material of the first contact head, the second contact head, and the third contact head is a nickel-titanium shape memory alloy, and a copper-constantan bimetal sheet compensation ring is bonded between the first contact head and the second contact head, and between the second contact head and the third contact head.

[0014] In the brake pedal misoperation prevention system provided in this application, the base material of the first contact head, the second contact head, and the third contact head is a nickel-titanium shape memory alloy, and a copper-constantan bimetal sheet compensation ring is bonded between the first contact head and the second contact head, and between the second contact head and the third contact head, wherein the nickel-titanium shape memory alloy (phase transition temperature is -25 to 65°C) has temperature self-adapting characteristics, for example, shrinkage amount ≤0.5% at low temperature (<-15°C) and expansion amount ≤0.5% at high temperature (>55°C), and prevents abrupt changes in the contact head size due to temperature, and the copper-constantan bimetal sheet compensation ring has the following characteristics, namely, the coefficient of thermal expansion on the copper side is 16.5 × 10⁻⁶ -6 It is / ℃, and the coefficient of thermal expansion on the constantan side is 1.5×10⁻⁶ -6 / °C, and the compensation mechanism of the copper-constantan bimetal sheet compensation ring is to offset other inevitable deformations (temperature-dependent shrinkage or expansion of the nickel-titanium contact head) through essentially controllable deformation (bending of the copper-constantan bimetal sheet compensation ring); the amount of deformation of the nickel-titanium contact head due to temperature is the source of compensation requirements, and it is determined that this must be offset by a bending amount of 0.1 mm; the difference in the coefficients of thermal expansion of copper and constantan is the source of deformation power, ensuring that stable asymmetric bending can be generated during temperature changes; the bending direction (toward the constantan side at low temperatures and towards the copper side at high temperatures) and the bending amount (0.1 mm) of the copper-constantan bimetal sheet compensation ring are the key to accurate compensation; by driving adjacent contact heads to move closer to or further apart from each other by a corresponding distance, thereby covering the gap change of the nickel-titanium contact head, accuracy of contact head contact is finally achieved in an environment of -25 to 65°C, and normal rapid acceleration and It provides a stable structural foundation to distinguish pedal misoperation caused by panic.

[0015] Additionally, in the present application, an NTC thermistor is embedded in the electrically conductive spring seat, and the NTC thermistor is electrically connected to the control module.

[0016] In the brake pedal misoperation prevention system provided in this application, an NTC thermistor is embedded in the electrically conductive spring seat and is electrically connected to a control module. The NTC thermistor can collect the temperature of the contact area in real time and transmit the data to the control module to provide a data basis for temperature compensation (e.g., controlling the bending of the bimetal sheet at low temperatures and adjusting the preload of the first spring at high temperatures). Here, the thermistor is embedded in the center of the electrically conductive spring seat and is close to the contact surface, thereby reducing temperature measurement errors and ensuring the accuracy of the temperature data. Accordingly, it resolves the problems of existing devices lacking 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), thereby providing data support for environmental self-adaptation compensation and ensuring the accuracy of miscontact judgment.

[0017] Additionally, in the present application, a nanoceramic liquid storage layer is installed on the contact surfaces of the first contact head, the second contact head, and the third contact head, and a plurality of liquid storage holes are installed openly in the nanoceramic liquid storage layer, and each of the liquid storage holes is filled with electrically conductive grease.

[0018] Additionally, in the present application, a polyimide film is filled between the first contact head and the second contact head, and a polyimide film is filled between the second contact head and the third contact head.

[0019] Additionally, in the present application, the first contact head, the second contact head, and the third contact head are all connected to the first arc-shaped plate with an elastic cushioning pad in between.

[0020] Additionally, in the present application, a plurality of elastic protrusions are installed on the contact surface of the electrically conductive spring seat, the plurality of elastic protrusions are distributed in an array, and the uppermost portion of each elastic protrusion is a spherical structure.

[0021] Additionally, in the present application, a resistance wear sensor is installed at the base of the first contact head, and the resistance wear sensor is electrically connected to the control module.

[0022] Additionally, in the present application, a laser displacement sensor is embedded in the side wall of each of the screws, the detection surface of the laser displacement sensor is installed to face the first contact head, and the laser displacement sensor is electrically connected to the control module.

[0023] Other features and advantages of the present application will be described in detail in the specification below, and will be partially apparent in the specification or will be apparent by practicing the embodiments of the present application. The purpose and other advantages of the present application can be realized and obtained through structures specifically specified in the specification and the accompanying drawings. Effects of the invention

[0024] By implementing the following beneficial effects, the multi-layered structural design of the three-stage pressure sensor and the staged contact head enables staged triggers for warning, starting, and emergency, accurately distinguishing between normal rapid acceleration and pedal misoperation caused by panic, and preventing misjudgment due to a single pressure threshold; the arc-shaped plate structure is suitable for the shape of the sole and pedal, the anti-slip rubber layer prevents foot slippage, and the insulating arc-shaped plate prevents short circuits, thereby considering both comfort and safety; the combined structure of the screw, positioning groove, and first spring limits lateral deviation of the arc-shaped plate and provides an elastic cushioning function, thereby ensuring accurate contact of the contact head and laying the foundation for stable data collection and rapid response; The control module and the brake pedal are directly linked, and braking is initiated only in the event of pedal misoperation without interfering with normal accelerator operation. This ensures a balance between protection and driving smoothness, thereby resolving the problem of delayed response when the threshold is too high and interference with driving when the threshold is too low. Accordingly, it accurately distinguishes between normal rapid acceleration and pedal misoperation caused by panic, ensuring normal driving smoothness and guaranteeing rapid braking in the event of emergency pedal misoperation. Brief explanation of the drawing

[0025] Figure 1 is a schematic diagram of the structure of a brake pedal misoperation prevention system provided in the present application. FIG. 2 is an enlarged view of part A of FIG. 1 of the present application. FIG. 3 is an enlarged view of part B of FIG. 1 of the present application. FIG. 4 is a schematic diagram of the structure of the first arc-shaped plate of the brake pedal misoperation prevention system provided in the present application. FIG. 5 is an enlarged view of part C of FIG. 4 of the present application. FIG. 6 is a schematic diagram of the structure of the second arc-shaped plate of the brake pedal misoperation prevention system provided in the present application. FIG. 7 is an exploded view 1 of a brake pedal misoperation prevention system provided in the present application. FIG. 8 is an exploded view 2 of the brake pedal misoperation prevention system provided in the present application. Specific details for implementing the invention

[0026] The technical solution of the present application will be described clearly and completely below in conjunction with the drawings of the present application. Of course, the described embodiments are only some of the embodiments of the present application, not all. In general, the components of the embodiments of the present application described and presented in the accompanying drawings may be arranged and designed in various and different configurations. Accordingly, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application to be protected, but merely to indicate optional embodiments of the present application. All other embodiments obtained by a person skilled in the art without creative labor based on the embodiments of the present application fall within the scope of protection of the present application.

[0027] In the attached drawings below, similar symbols and characters represent similar items; therefore, if an item is defined in one drawing, no further definition or explanation is required in subsequent drawings. At the same time, in the description of this application, terms such as “first,” “second,” etc., are used for distinction and should not be interpreted as indicating or implying relative importance.

[0028] Referring to FIGS. 1 to 8, the present application provides a pedal misoperation prevention system during braking, comprising a trigger module and a control module (22); The trigger module includes a first arc plate (1) and a second arc plate (2) installed sequentially from top to bottom, the first arc plate (1) is made of an electrically conductive material, and an anti-slip rubber layer is installed on the surface of the first arc plate (1), the second arc plate (2) is made of an insulating material, four screws (3) are evenly installed on the bottom of the first arc plate (1), and four first positioning grooves (4) are correspondingly opened and installed on the second arc plate (2), each screw (3) is fitted with a first spring (5), and the first arc plate (1) and the second arc plate (2) are respectively connected to both ends of the first spring (5), the natural length of the first spring (5) is greater than the length of the screw (3), each screw (3) is appropriately connected to the corresponding first positioning groove (4), and the depth of the first positioning groove (4) is greater than the length of the screw (3); An electrically conductive spring seat (6) is installed on the uppermost part of the second arc-shaped plate (2), and an electrically conductive spring seat (6) has a warning level pressure sensor (7), a start level pressure sensor (8), and an emergency level pressure sensor (9) installed sequentially. On the bottom of the first arc-shaped plate (1), an electrically conductive first contact head (10), a second contact head (11), and a third contact head (12) are installed concentrically and elastically expandable at positions corresponding to the electrically conductive spring seat (6). The diameters of the first contact head (10), the second contact head (11), and the third contact head (12) increase sequentially, and their thicknesses decrease sequentially. The first contact head (10), the second contact head (11), the third contact head (12), and the electrically conductive spring seat (6) are all electrically connected to a control module (22), and the control module (22) is connected to a brake pedal.

[0029] Specifically, as the number of automobiles increases, incorrectly pressing the accelerator while braking has become one of the significant factors causing traffic accidents; however, existing brake pedal misoperation devices primarily rely on a single pressure threshold to trigger braking and do not distinguish between normal rapid acceleration and pedal misoperation caused by panic; some systems set the pressure threshold too high to prevent incorrect triggering, resulting in a response delay during emergency pedal misoperation; and some systems also set the pressure threshold too low, causing incorrect braking during normal acceleration (e.g., pressing the accelerator hard when overtaking or driving uphill), thereby interfering with normal driving. To solve the aforementioned problems, the brake pedal misoperation prevention system provided in this application includes a trigger module and a control module (22), the trigger module is used for detection operation, and the control module (22) is used for decision execution. By using this as a base structure, a complete closed loop of data collection, logical judgment, and braking control is formed, ensuring clear role division and efficient collaboration among each module; The trigger module includes a first arc-shaped plate (1) and a second arc-shaped plate (2) installed sequentially from top to bottom, the first arc-shaped plate (1) is made of an electrically conductive material, and an anti-slip rubber layer is installed on the surface of the first arc-shaped plate (1), and the second arc-shaped plate (2) is made of an insulating material, and both the first arc-shaped plate (1) and the second arc-shaped plate (2) have an arc-shaped structure, which is more suitable for the curved structure of the accelerator pedal and the shape of the driver's sole, improves the comfort of pedal operation, prevents discomfort to the sole of the foot or inconvenience in power transmission due to a flat structure, the electrically conductive material characteristics of the first arc-shaped plate (1) provide an electrically conductive base to the step contact head, and the anti-slip rubber layer is used to increase friction with the sole of the foot to prevent the foot from slipping and triggering incorrectly during pedal operation, and here, a diamond-shaped pattern is provided on the surface of the anti-slip rubber layer.The insulating material properties of the second arc-shaped plate (2) are used to ensure circuit safety by preventing a short circuit between the electrically conductive spring seat (6) and the pedal metal part, and the material of the second arc-shaped plate (2) may specifically be an epoxy resin having an excellent insulating effect; Four screws (3) are evenly installed on the bottom of the first arc plate (1), and four first positioning grooves (4) are correspondingly opened and installed on the second arc plate (2). A first spring (5) is fitted onto each screw (3), and the first arc plate (1) and the second arc plate (2) are respectively connected to both ends of the first spring (5). The natural length of the first spring (5) is greater than the length of the screw (3), and each screw (3) is appropriately connected to 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 layout of the four screws (3) forms a rectangular distribution. Since they are connected to the first positioning groove (4) in a corresponding manner, for example, the screw (3) can locally enter the first positioning groove (4). The four screws (3) work together with the first spring (5) so that the first arc plate (1) Sliding is restricted only in the axial direction of the screw (3), thereby preventing the contact head from being misaligned due to the lateral movement, and here, since the natural length of the first spring (5) is greater than the length of the screw (3), 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 the pedal is not operated, and is compressed by pressure when the pedal is operated, thereby realizing a change in the linear correlation between pressure and displacement, and since the depth of the first positioning groove (4) is greater than the length of the screw (3), sufficient stroke movement space of the first arc plate (1) is guaranteed, and a basis for discrimination is provided to accurately distinguish the difference in operation between normal rapid acceleration and pedal misoperation caused by panic; an electrically conductive spring seat (6) is installed at the uppermost part of the second arc plate (2), andThe electrically conductive spring seat (6) has a warning level pressure sensor (7), a start level pressure sensor (8), and an emergency level pressure sensor (9) installed sequentially. The electrically conductive spring seat (6) provides an electrically conductive path to the pressure sensors. Specifically, it may be made of a beryllium-copper material, and a graphene coating layer is installed on its surface. Since this structure has excellent elasticity, it effectively cushions the shock of pedal operation. The three-stage pressure sensor implements stepwise detection (the threshold of the warning level pressure sensor (7) can be set to 80N (i.e., 80kg·m / s²), the threshold of the start level pressure sensor (8) can be set to 100N, and the emergency level pressure sensor (9) can be set to 120N), and prevents misjudgment due to a single pressure threshold (e.g., 80N warning, 100N start braking, 120N emergency pressure increase); On the bottom of the first arc-shaped plate (1), an electrically conductive first contact head (10), a second contact head (11), and a third contact head (12) are installed concentrically and elastically so as to be positioned corresponding to the electrically conductive spring seat (6). Here, the first contact head (10), the second contact head (11), and the third contact head (12) can all be connected to the first arc-shaped plate (1) through an elastic element such as a spring, and the bottoms of the first arc-shaped plate (1) and the contact head are respectively connected to both ends of the elastic element. As a result, the contact head can be elastically moved closer to or further away from the electrically conductive spring seat (6), and the diameters of the first contact head (10), the second contact head (11), and the third contact head (12) increase sequentially and the thickness decreases sequentially. Here, thickness refers to the axial length (i.e., direction of movement) of the contact head. The concentric layout ensures accurate alignment between the contact head and the electrically conductive spring seat (6), and the diameters increase sequentially Increase (for example, the diameter of the first contact head (10) is 5 mm, the diameter of the second contact head (11) is 11 mm, and the diameter of the third contact head (12) is 19 mm),The thickness decreases sequentially (for example, the thickness of the first contact head (10) is 0.5 mm, the thickness of the second contact head (11) is 0.4 mm, and the thickness of the third contact head (12) is 0.3 mm), thereby making contact in order of increasing pressure during pedal operation (for example, the first contact head (10) contacts the electrically conductive spring seat (6) by a pressure of 80 N, the second contact head (11) contacts the electrically conductive spring seat (6) by a pressure of 100 N, and the third contact head (12) contacts the electrically conductive spring seat (6) by a pressure of 120 N), thereby implementing a stepwise correlation of contact with the contact heads by different pressures, and the electrically conductive characteristics of the contact heads ensure that the pressure sensor signal is transmitted through the control module (22), forming a logical control chain of pressure trigger, circuit conduction, and braking start, and through the stepwise contact heads, the pressure level and braking strength are accurate Matching is implemented, and the first contact head (10), second contact head (11), third contact head (12), and electrically conductive spring seat (6) are all electrically connected to the control module (22). The control module (22) is connected to the brake pedal, and the electrical connection ensures that 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 a CAN bus, thereby implementing a fast response of braking action based on the judgment result. Since the control module (22) is connected to the brake pedal rather than directly controlling the accelerator, it prevents interference with normal accelerator operation and implements braking through the brake pedal only in the event of pedal misoperation, thereby ensuring driving safety. It resolves the problems of signal transmission delay (slow braking response) and interference with normal accelerator control (influence on normal acceleration operation) in existing devices, and through the optimization of electrical connection and control logic, it ensures that protection and driving smoothness are balanced, that is, normal rapid acceleration and panic. By accurately distinguishing the operational differences caused by pedal misoperation,It ensures smooth normal driving and ensures rapid braking in the event of an accidental operation of the emergency pedal. Here, the contact head refers to one or more of the first contact head (10), the second contact head (11), and the third contact head (12).

[0030] More specifically, in an actual application, the second arc-shaped plate (2) is connected to the accelerator pedal of a vehicle, that is, the second arc-shaped plate (2) is mounted on the upper surface of the accelerator pedal; During actual driving, when the pedal operating pressure reaches 80N, the first arc-shaped plate (1) moves down under the compression action of the first spring (5), and since the thickness of the first contact head (10) is the largest, it preferentially contacts the electrically conductive spring seat (6) under the same pressure, that is, at this time, the first contact head (10) contacts the electrically conductive spring seat (6) first, and when the first contact head (10) contacts the electrically conductive spring seat (6), the pedal operating pressure is transmitted to the warning level pressure sensor (7) below through the first contact head (10), and when the warning level pressure sensor (7) detects that the pressure has reached the 80N threshold, it transmits a signal to the control module (22), and the control module (22) transmits a warning signal to notify the driver not to operate incorrectly, and at this time, the second contact head (11) and the third contact head (12) do not contact the electrically conductive spring seat (6) due to their larger diameter and smaller thickness, and the starting level pressure There is no valid signal output from the sensor (8) and the emergency level pressure sensor (9).When the pedal operating pressure increases to 100N, the first spring (5) is additionally compressed, and the first arc plate (1) moves down toward the second contact head (11) and comes into contact with the electrically conductive spring seat (6). At this time, the first contact head (10) continues to be in contact with the electrically conductive spring seat (6), and the pressure is still applied to the warning level pressure sensor (7). A state is formed in which both the first contact head (10) and the second contact head (11) are in contact with the electrically conductive spring seat (6). When the second contact head (11) comes into contact with the electrically conductive spring seat (6), the pressure is transmitted to the starting level pressure sensor (8). When a threshold value of 100N is detected by the starting level pressure sensor (8), the starting level pressure sensor (8) and the warning level pressure sensor (7) simultaneously transmit their respective signals to the control module (22). The control module (22) cuts off the power and simultaneously controls the brake pedal to perform braking. Here, the pressure is 10 ~ In the case of 120N, the control module (22) transmits a fuel cutoff or power cutoff signal to the vehicle ECU via the CAN bus (stopping the fuel supply for internal combustion engine vehicles and cutting off the high-voltage circuit for electric vehicles) to prevent the vehicle speed from continuing to increase due to incorrectly pressing the accelerator, and the control module (22) activates the brake pedal actuator via a relay and controls the brake motor to pull the brake pedal via a cable; at this time, the third contact head (12) is still not in contact with the electrically conductive spring seat (6) and there is no signal to the emergency level pressure sensor (9).When the pedal operating pressure reaches 120N, the first spring (5) is compressed, and the first arc plate (1) moves down toward the third contact head (12) to contact the electrically conductive spring seat (6), forming a state where the first contact head (10), the second contact head (11), and the third contact head (12) all contact the electrically conductive spring seat (6). When the third contact head (12) contacts the electrically conductive spring seat (6), the pressure is transmitted to the emergency level pressure sensor (9). When the 120N threshold is detected by the emergency level pressure sensor (9), the emergency level pressure sensor (9), the starting level pressure sensor (8), and the warning level pressure sensor (7) simultaneously transmit their respective signals to the control module (22). The control module (22) separately starts the brake booster pump and controls it collaboratively through the ECU to improve braking force and shorten braking distance. At this time, all contact heads and sensors are in an active state and provide a priority trigger signal to the control module (22). Accordingly, it accurately distinguishes between normal rapid acceleration and pedal misoperation caused by panic, ensuring smooth normal driving and guaranteeing rapid braking in the event of emergency pedal misoperation.

[0031] In some preferred embodiments, the contact surfaces of the first contact head (10), the second contact head (11), and the third contact head (12) are all made of gold-plated copper.

[0032] Specifically, the contact surfaces of the first contact head (10), the second contact head (11), and the third contact head (12) are all made of gold-plated copper material. The gold-plated copper material has a relatively low contact resistance (specifically, it can be set to a thickness of 0.1 mm and a contact resistance < 50 mΩ), ensuring that current is transmitted stably, preventing signal attenuation due to excessive contact resistance, and preventing, for example, pressure sensor signals from not being transmitted accurately. Here, the gold-plated structure has good anti-oxidation and corrosion resistance effects (salt spray test > 500 hours), maintains good electrical conductivity after long-term use, effectively extends the service life of the contact head, and uses copper material as the base structure to consider both electrical conductivity (electrical conductivity 58 MS / m) and cost, and prevents excessive costs associated with pure gold material. The term "base" refers to a foundational structure that serves as the bottom. Accordingly, in existing devices, the contact resistance of the contact head is high (signal transmission distortion), it oxidizes and corrodes easily (failure after short-term use), and the cost is too high High (pure precious metal material) solves the problem, ensuring that electrical conductivity, durability, and cost-effectiveness are in balance.

[0033] In some preferred embodiments, the base material of the first contact head (10), the second contact head (11), and the third contact head (12) is a nickel-titanium shape memory alloy, and a copper-constantan bimetal sheet compensation ring (13) is bonded between the first contact head (10) and the second contact head (11), and between the second contact head (11) and the third contact head (12).

[0034] Specifically, the base material of the first contact head (10), the second contact head (11), and the third contact head (12) is a nickel-titanium shape memory alloy, that is, the nickel-titanium shape memory alloy serves as the main body part of each of the first contact head (10), the second contact head (11), and the third contact head (12), and moves synchronously with the corresponding first contact head (10), the second contact head (11), and the third contact head (12), and synchronous movement refers to the newly installed structure moving elastically closer or further away toward the electrically conductive spring seat (6) along the corresponding first contact head (10), the second contact head (11), and the third contact head (12), and copper-constantan bimetal sheet compensation rings (13) are bonded between the first contact head (10) and the second contact head (11), and between the second contact head (11) and the third contact head (12), and nickel-titanium The shape memory alloy (phase change temperature is -25 to 65°C) has temperature self-adapting characteristics, for example, shrinkage amount ≤0.5% at low temperature (<-15°C) and expansion amount ≤0.5% at high temperature (>55°C), thereby preventing changes in contact head size due to temperature, and the copper-constantan bimetal sheet compensation ring (13) has the following characteristics, namely, the coefficient of thermal expansion on the copper side is 16.5×10⁻⁶ -6 It is / ℃, and the coefficient of thermal expansion on the constantan side is 1.5×10⁻⁶ -6 / ℃. Here, the copper-constantan bimetal sheet compensation ring (13) between the first contact head (10) and the second contact head (11) is maintained in a corresponding plane with the second contact head (11), and the copper-constantan bimetal sheet compensation ring (13) between the first contact head (10) and the second contact head (11) is adhered to the outer wall of the second contact head (11) and moves synchronously with the second contact head (11); the copper-constantan bimetal sheet compensation ring (13) between the second contact head (11) and the third contact head (12) is maintained in a corresponding plane with the third contact head (12), and the copper-constantan bimetal sheet compensation ring (13) between the second contact head (11) and the third contact head (12) is adhered to the outer wall of the third contact head (12) and moves synchronously with the third contact head (12).

[0035] More specifically, the nickel-titanium shape memory alloy base shrinks at a low temperature (e.g., -25°C) with a shrinkage amount ≤0.5%, and for example, if the diameter of the first contact head (10) is 5 mm, the diameter after shrinkage decreases by about 0.025 mm, and at the same time, the total thickness (0.5 mm) of the contact head shrinks by about 0.0025 mm. Due to this shrinkage, the initial assembly gap between the first contact head (10) and the second contact head (11), and between the second contact head (11) and the third contact head (12), increases. If not compensated for, when the pedal operation pressure reaches a critical value, the contact head must additionally descend a predetermined distance to make contact with the electrically conductive spring seat (6), causing a trigger delay (e.g., what was originally triggered by 80 N pressure may only be triggered when it reaches 85 N due to the increased gap), and affecting the accuracy of pedal misoperation judgment. Therefore, at low temperatures, the copper-constantan bimetal sheet Both the copper layer and the constantan layer of the compensation ring (13) shrink due to a decrease in temperature, but since the coefficient of thermal expansion of copper is higher, the shrinkage rate is also higher, and as a result, the amount of shrinkage on the copper side is greater than the amount of shrinkage on the constantan side, for example, when the temperature drops by 40℃, the amount of shrinkage on the copper side = 16.5 × 10 -6 / ℃ × 40℃ × length L of the ring body, and constantan side shrinkage amount = 1.5 × 10 -6 / ℃ × 40℃ × length L of the ring body, the copper side shrinkage amount is 11 times that of the constantan side, and the constantan layer with a smaller shrinkage amount limits the shrinkage of the copper layer, causing the entire copper-constantan bimetal sheet compensation ring (13) to bend toward the constantan side, the bending amount is exactly 0.1 mm (pre-designed compensation amount), and this bending drives adjacent contact heads to come closer to each other by 0.1 mm, thereby filling the gap (about 0.025 to 0.05 mm) increased due to the shrinkage of the nickel-titanium contact head, ensuring that the contact head maintains the initial design gap and contacts according to the threshold precision during operation, thereby preventing trigger delay. Here, the nickel-titanium contact head refers to one or more of the first contact head (10), second contact head (11), and third contact head (12) made of nickel-titanium shape memory alloy material used in the base.

[0036] The nickel-titanium shape memory alloy base expands at a high temperature (e.g., 65°C) with an expansion amount ≤ 0.5%, and for example, if the diameter of the first contact head (10) is 5 mm, the diameter after expansion increases by approximately 0.025 mm and the thickness (0.5 mm) increases by approximately 0.025 mm. Due to this expansion, the insulation gap between the first contact head (10) and the second contact head (11), and between the second contact head (11) and the third contact head (12), is compressed, and a situation occurs where adjacent contact heads come into direct contact (for example, the original insulation gap of 0.1 mm is reduced to 0.05 mm after expansion, and if there is vibration or pressure fluctuation, adjacent contact heads are likely to come into contact). This causes a circuit short circuit (e.g., a short circuit occurs between the second contact head (11) and the third contact head (12), causing the emergency level pressure sensor (9) to be incorrectly triggered), interfering with normal operation or causing incorrect pedal operation due to panic. It is determined. Therefore, at high temperatures, both the copper layer and the constantan layer of the copper-constantan bimetal sheet compensation ring (13) expand due to the temperature rise, and since the coefficient of thermal expansion of copper is higher, the amount of expansion on the copper side is greater than the amount of expansion on the constantan side, for example, when the temperature rises by 40℃, the amount of expansion on the copper side = 16.5 × 10 -6 / ℃ × 40℃ × length L of the ring body, and constantan side expansion amount = 1.5 × 10 -6 / ℃×40℃×length L of the ring body, the copper side expansion amount is 11 times that of the constantan side, and the constantan layer with a smaller expansion amount limits the expansion of the copper layer, causing the entire copper-constantan bimetal sheet compensation ring (13) to bend toward the copper side, and the bending amount is still 0.1 mm, and this bending drives adjacent contact heads to move apart by 0.1 mm from each other, thereby finally offsetting the gap (about 0.025 to 0.5 mm) reduced due to the expansion of the nickel-titanium contact head, so that the contact head maintains a safe insulation gap and prevents adjacent contact heads from contacting and short-circuiting, ensuring that it is accurately triggered according to the sensor pressure level.

[0037] In summary, the compensation mechanism of the copper-constantan bimetal sheet compensation ring (13) essentially offsets other inevitable deformations (temperature-dependent shrinkage or expansion of the nickel-titanium contact head) through controllable deformation (bending of the copper-constantan bimetal sheet compensation ring (13)), the amount of temperature-dependent deformation of the nickel-titanium contact head is the source of compensation requirements and is determined to be offset by a bending amount of 0.1 mm, the difference in the coefficients of thermal expansion of copper and constantan is the source of deformation power and ensures that stable asymmetric bending can be generated upon temperature change, the bending direction (toward the constantan side at low temperatures and towards the copper side at high temperatures) and the bending amount (0.1 mm) of the copper-constantan bimetal sheet compensation ring (13) are key to accurate compensation, and by driving adjacent contact heads to move closer to or further apart from each other by a corresponding distance, thereby covering the gap change of the nickel-titanium contact head, finally, the contact head contact of in an environment of -25 to 65°C It provides a stable structural foundation to achieve accuracy and distinguish between normal rapid acceleration and pedal misoperation caused by panic.

[0038] In some preferred embodiments, an NTC thermistor (14) is built into the electrically conductive spring seat (6), and the NTC thermistor (14) is electrically connected to a control module (22).

[0039] Specifically, an NTC thermistor (14) is embedded in the electrically conductive spring seat (6), and the NTC thermistor (14) is electrically connected to a control module (22). The NTC thermistor (14) can collect the temperature of the contact area in real time and transmit the data to the control module (22) to provide a data basis for temperature compensation (e.g., controlling the bending of the copper-constantan bimetal sheet compensation ring (13) at low temperatures and adjusting the preload of the first spring (5) at high temperatures). Here, the thermistor is embedded in the center of the electrically conductive spring seat (6) and is close to the contact surface. Accordingly, the temperature measurement error is reduced, thereby ensuring the accuracy of the temperature data. Accordingly, the problem of the existing device lacking 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) is resolved, providing data support for environmental self-adaptation compensation and ensuring the accuracy of miscontact judgment.

[0040] More specifically, controlling the bending of the bimetal at low temperatures means that when the temperature of the contact area of ​​the NTC thermistor (14) is detected to have dropped to -15℃ (e.g., after parking outdoors in the winter in a northern region), its resistance value rises to about 80kΩ, and the control module (22) converts the resistance signal into temperature data (the temperature obtained by calculation is -15℃) through an AD sampling circuit, compares it with a preset threshold value, determines that “bending compensation initiation of the copper-constantan bimetal sheet compensation ring (13) is required,” and transmits a compensation command to the “copper-constantan bimetal sheet compensation ring (13) auxiliary driving unit”; When the temperature of the contact area of ​​the copper-constantan bimetal sheet compensation ring (13) drops to -15°C, it generates asymmetric contraction on its own, and the constantan side, which has a smaller amount of contraction, limits the contraction of the copper side, causing the entire copper-constantan bimetal sheet compensation ring (13) to bend toward the constantan side, and the amount of bending finally reaches a preset value (e.g., 0.1 mm). The copper-constantan bimetal sheet compensation ring (13) is installed internally between the first contact head (10) and the second contact head (11), and between the second contact head (11) and the third contact head (12). The bending toward the constantan side drives adjacent contact heads through a physical connection structure to bring them closer together, thereby finally filling the gap caused by the contraction of the nickel-titanium contact head, allowing the nickel-titanium contact head to recover to the initial design gap, and under a pressure of 80 N, the first contact head (10) can accurately contact the electrically conductive spring seat (6). Ensures that it is possible, thereby preventing trigger delays.Adjusting the preload of the first spring (5) at high temperatures means that when the temperature of the contact area in the NTC thermistor (14) is detected to have risen to 55°C (e.g., the interior of a vehicle after prolonged exposure to hot sunlight in summer), its resistance value drops to about 3kΩ, and the control module (22) converts the resistance signal into temperature data (55°C), compares it with a threshold value, determines that “preload adjustment of the first spring (5) is required,” and transmits an adjustment command to the “preload adjustment unit of the first spring (5)” (the power transmission structure can be configured with a stepping motor (23) and a gear set (24), the inner wall of the gear of the gear set (24) is thread-connected to the outer wall of the screw (3), and the stepping motor (23) is electrically connected to the control module (22); and after receiving the command from the control module (22), the stepping motor (23) of the preload adjustment unit of the first spring (5) [adds] the gear set (24). The gear set (24) is driven to rotate and engaged with the threaded structure at the top of the screw (3), and the screw (3) is driven to move upward along the first positioning groove (4). When the screw (3) moves upward, the first spring (5) is additionally compressed, increasing the preload of the first spring (5). Consequently, the first arc plate (1) can only move downward when subjected to greater pressure. This indirectly extends the contact time between the contact head and the electrically conductive spring seat (6). Furthermore, due to the expansion of the nickel-titanium contact head, the gap is reduced, and the contact head can only come into contact with the electrically conductive spring seat (6) when it reaches a pressure greater than the original preset pressure. This prevents inaccuracy in the judgment of miscontact caused by premature contact at low pressure.

[0041] In some preferred embodiments, a nanoceramic liquid storage layer (15) is installed on the contact surfaces of the first contact head (10), the second contact head (11), and the third contact head (12), and a plurality of liquid storage holes (16) are installed openly in the nanoceramic liquid storage layer (15), and each liquid storage hole (16) is filled with electrically conductive grease.

[0042] Specifically, a nanoceramic liquid storage layer (15) is installed on the contact surfaces of the first contact head (10), the second contact head (11), and the third contact head (12), and a plurality of liquid storage holes (16) are installed openly in the nanoceramic liquid storage layer (15), and each liquid storage hole (16) is filled with electrically conductive grease. The nanoceramic liquid storage layer (15) (specifically, can be set as an alumina ceramic with a thickness of 0.3 mm and a porosity of 30%) has high hardness (HV1200) and wear resistance, so it can effectively protect the gold plating layer on the surface of the contact head. At the same time, the liquid storage holes (16) (specifically, can be set to 50 μm) provide storage space for the electrically conductive grease, and the electrically conductive grease (specifically, with an electrical conductivity of 1.2 × 10⁻⁶) 5(which can be set with a nano-silver component of S / m) has the following characteristics: namely, upon wear (wear of the gold-plated copper layer 0.05 to 1 mm), grease seeps out under the action of pedal operating pressure, fills the wear gap, maintains contact resistance ≤ 30 mΩ, and simultaneously performs lubrication to reduce frictional wear between the contact head and the electrically conductive spring seat (6), thereby solving the problems of rapid wear of the contact head in conventional devices (e.g., failure after 30,000 to 50,000 operations) and contact failure after wear (interruption of signal transmission), significantly improving the service life of the contact head and simultaneously considering the accuracy of miscontact detection. Here, the nano-ceramic liquid storage layer (15) coated on the contact surface of the first contact head (10) moves synchronously with the first contact head (10); and the nano-ceramic liquid storage layer (15) coated on the contact surface of the second contact head (11) moves synchronously with the second contact head (11); The nano-ceramic liquid storage layer (15) coated on the contact surface of the third contact head (12) moves synchronously with the third contact head (12).

[0043] In some preferred embodiments, a polyimide film (17) is filled between the first contact head (10) and the second contact head (11), and a polyimide film (17) is filled between the second contact head (11) and the third contact head (12).

[0044] Specifically, a polyimide film (17) is filled between the first contact head (10) and the second contact head (11), and a polyimide film (17) is filled between the second contact head (11) and the third contact head (12). The polyimide film (17) (specifically, its thickness can be set to 0.1 mm and its heat resistance temperature can reach -269 to 400°C) has excellent insulation properties (dielectric breakdown voltage ≥ 3 kV), thereby completely insulating adjacent contact heads. This prevents contact head displacement and short circuits caused by expansion (e.g., accidental disconnection due to contact between the second contact head (11) and the third contact head (12)). Additionally, the polyimide film (17) has excellent flexibility (bending radius ≤ 1 mm), so it does not affect the normal sliding of the first arc plate (1). At the same time, it has aging resistance (service life > 10 years), so the insulation performance after long-term use It does not degrade, thereby resolving the problems of existing devices where there is no insulation separation between contact heads (e.g., short circuits easily occur, leading to accidental triggers) and the insulation material has poor heat resistance (e.g., insulation breakdown at high temperatures), ensuring independent operation of the step contact heads and preventing circuit interference. This is advantageous for accurately distinguishing between normal rapid acceleration and pedal misoperation caused by panic, ensuring smooth normal operation and guaranteeing rapid braking in the event of emergency pedal misoperation.Here, the polyimide film (17) filled between the first contact head (10) and the second contact head (11) is maintained in a corresponding plane with respect to the second contact head (11), and the polyimide film (17) between the first contact head (10) and the second contact head (11) is adhered to the outer wall of the second contact head (11) and moves synchronously with the second contact head (11); the polyimide film (17) filled between the second contact head (11) and the third contact head (12) is maintained in a corresponding plane with respect to the third contact head (12), and the polyimide film (17) between the second contact head (11) and the third contact head (12) is adhered to the outer wall of the third contact head (12) and moves synchronously with the third contact head (12).

[0045] In some preferred embodiments, the first contact head (10), the second contact head (11), and the third contact head (12) are all connected to the first arc-shaped plate (1) with an elastic cushioning pad (18) in between.

[0046] Specifically, the first contact head (10), the second contact head (11), and the third contact head (12) are all connected to the first arc-shaped plate (1) with an elastic cushioning pad (18) in between, and the elastic cushioning pad (18) has elastic deformation capability and absorbs instantaneous impact force during operation, for example, a 120N pressure shock when pedal misoperation occurs due to panic, thereby reducing strong collision between the contact head and the arc-shaped plate and protecting the nickel-titanium shape memory alloy at the base of the contact head and the gold-plated copper layer on the surface. The elasticity of the elastic cushioning pad (18) forms a soft contact when the contact head contacts the electrically conductive spring seat (6), thereby preventing deformation of the electrically conductive spring seat (6) due to strong contact, and, for example, preventing fatigue failure of the electrically conductive spring seat (6) made of beryllium-copper material due to long-term strong contact. Accordingly, in conventional devices, the contact head is easily damaged due to insufficient cushioning (base crack due to impact, detachment of the gold-plated layer), and the electrically conductive By solving the problem of rapid fatigue failure of the spring seat (6) (deformation due to strong contact), the service life of the contact head and the electrically conductive spring seat (6) is extended, replacement costs are reduced, and the continuous performance of accurate judgment action regarding miscontact is ensured. Here, the elastic cushioning pad (18) may be made of silicone rubber, and while considering both elasticity and support, it possesses strong environmental resistance and does not affect the electrically conductive properties of the contact head, thus not causing a short circuit of adjacent members.

[0047] In some preferred embodiments, a plurality of elastic protrusions (19) are installed on the contact surface of the electrically conductive spring seat (6), the plurality of elastic protrusions (19) are distributed in an array, and the uppermost portion of each elastic protrusion (19) is a spherical structure.

[0048] Specifically, a plurality of elastic protrusions (19) are installed on the contact surface of the electrically conductive spring seat (6), and the plurality of elastic protrusions (19) are distributed in an array, and the uppermost part of each elastic protrusion (19) is a spherical structure, and the elastic protrusions (19) may specifically be made of beryllium-copper material, and may have a height of 0.2 mm, a diameter of 0.5 mm, and an array spacing of 1 mm, and when operated, they form a point-to-surface contact with the contact head, thereby increasing local contact pressure compared to surface-to-surface contact, generating a pressure concentration effect, thereby ensuring contact resistance temperature, ensuring good electrical conductivity even if there is slight contamination on the surface of the contact head, and ensuring accuracy in detecting miscontact, and the spherical structure (the radius of curvature may specifically be set to 0.3 mm) prevents the sharp end of the elastic protrusion (19) from scratching the gold-plated copper layer of the contact head, while simultaneously acting as a guide for accurate contact of the contact head, and the elastic protrusion (19) is equipped with elasticity, thereby [reducing] pedal operation impact By cushioning and reducing the overall deformation of the electrically conductive spring seat (6), the problem of unstable contact between the spring seat and the contact head in the existing device (increased resistance due to surface contamination and slight wear) and the contact head being easily scratched by the spring seat (destruction of the electrically conductive surface layer by the sharp contact tip) is resolved, thereby improving contact stability and member durability, and furthermore, it is advantageous to accurately distinguish between normal rapid acceleration and pedal misoperation caused by panic, ensuring smooth normal operation and ensuring rapid braking in the event of emergency pedal misoperation.

[0049] In some preferred embodiments, a resistance wear sensor (20) is installed at the base of the first contact head (10), and the resistance wear sensor (20) is electrically connected to a control module (22).

[0050] Specifically, a resistance wear sensor (20) is installed at the base of the first contact head (10), and the resistance wear sensor (20) is electrically connected to a control module (22). The resistance wear sensor (20) monitors the amount of wear of the first contact head (10), i.e., the total amount of wear of the gold-plated copper layer and the base nickel-titanium shape memory alloy in real time, and can record and output linear change data of resistance according to the amount of wear, for example, a resistance change of 50Ω when 0.1mm is worn. The resistance wear sensor (20) transmits the wear data to the control module (22), and when the amount of wear > 0.1mm, the control module (22) transmits a maintenance notification (e.g., instrument panel pop-up) to the vehicle central control unit and simultaneously controls the amount of electrically conductive grease seeping out of the nano-ceramic liquid storage layer (15) to increase, thereby extending the service life and simultaneously continuously ensuring the accuracy of miscontact detection. Accordingly, wear is not monitored in the existing device (since the maintenance timing cannot be determined in advance) It solves the problem of safety risks caused by sudden failures and failure to perform maintenance in a timely manner (continuing to use beyond the wear limit, causing braking delay), implements wear status visualization and active notification, improves system reliability, and ensures the accuracy of miscontact detection operations throughout the entire process.

[0051] In some preferred embodiments, a laser displacement sensor (21) is embedded in the side wall of each screw (3), the detection surface of the laser displacement sensor (21) is installed to face the first contact head (10), and the laser displacement sensor (21) is electrically connected to a control module (22).

[0052] Specifically, a laser displacement sensor (21) is embedded in the side wall of each screw (3), and the detection surface of the laser displacement sensor (21) is installed to face the first contact head (10). The laser displacement sensor (21) is electrically connected to a control module (22), and the laser displacement sensor (21) collects the downward displacement of the first arc plate (1) in real time and converts it into an instantaneous operation speed and a rate of change of speed through an algorithm of the control module (22). Here, the four sensors are divided into two groups of main sensors and backup sensors, that is, two sensors placed on the same diagonal are designated as main sensors, and the remaining two are designated as backup sensors. When the data deviation > 0.005 mm, the control module (22) automatically switches to the backup sensors to ensure the accuracy of the displacement data, thereby implementing an accurate cooperative determination of speed data and pressure data (for example, when the pressure is 100 N, if the speed ≤ 5 mm / s, it is normal acceleration operation, and if the speed ≥ 15 mm / s, it is pedal due to panic). It significantly reduces the error judgment rate (regarding erroneous operation), thereby resolving the problems of high error judgment rates (inability to distinguish between normal rapid acceleration and pedal erroneous operation due to panic) and inaccurate displacement data (judgment failure due to single sensor failure) that occur in existing devices which make judgments based solely on pressure. As a result, it accurately recognizes the operation intention and further accurately distinguishes the difference between normal rapid acceleration and pedal erroneous operation caused by panic, ensuring smooth normal driving and guaranteeing rapid braking in the event of an emergency pedal erroneous operation.

[0053] Through the technical solution described above, the brake pedal misoperation prevention system provided in the present application comprises a trigger module and a control module (22), wherein the trigger module is used for detection operation and the control module (22) is used for decision execution, and by using this as a base structure, a complete closed loop of data collection, logical judgment, and braking control is formed, thereby ensuring clear role division and efficient collaboration of each module; The trigger module includes a first arc-shaped plate (1) and a second arc-shaped plate (2) installed sequentially from top to bottom, the first arc-shaped plate (1) is made of an electrically conductive material, and an anti-slip rubber layer is installed on the surface of the first arc-shaped plate (1), and the second arc-shaped plate (2) is made of an insulating material, and both the first arc-shaped plate (1) and the second arc-shaped plate (2) have an arc-shaped structure, which is more suitable for the curved structure of the accelerator pedal and the shape of the driver's sole, improves the comfort of pedal operation, and prevents discomfort in the sole of the foot or inconvenient force transmission due to a flat structure, the electrically conductive material characteristic of the first arc-shaped plate (1) provides an electrically conductive base to the step contact head, and the anti-slip rubber layer increases friction with the sole of the foot, which is used to prevent the foot from slipping and triggering incorrectly during pedal operation, and here, a diamond-shaped pattern is provided on the surface of the anti-slip rubber layer, and the insulating material characteristic of the second arc-shaped plate (2) prevents a short circuit between the electrically conductive spring seat (6) and the metal part of the pedal. It is used to ensure circuit safety by preventing, and here, the material of the second arc plate (2) may specifically be an epoxy resin having an excellent insulating effect; four screws (3) are evenly installed on the bottom of the first arc plate (1), and four first positioning grooves (4) are correspondingly opened and installed on the second arc plate (2), and a first spring (5) is fitted onto each screw (3), and the first arc plate (1) and the second arc plate (2) are respectively connected to both ends of the first spring (5), and the natural length of the first spring (5) is greater than the length of the screw (3).Each screw (3) is connected by hooking to a 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 layout of the four screws (3) forms a rectangular distribution and is connected by hooking to correspond to the first positioning groove (4), thereby restricting the first arc plate (1) to slide only in the axial direction of the screw (3), thereby preventing the contact head from being misaligned due to the lateral movement, and here, since the natural length of the first spring (5) is greater than the length of the screw (3), 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 the pedal is not operated, and is compressed by pressure when the pedal is operated, thereby realizing a change in the linear correlation between pressure and displacement, and since the depth of the first positioning groove (4) is greater than the length of the screw (3), sufficient stroke movement space of the first arc plate (1) is guaranteed, normal rapid acceleration and A judgment basis is provided to accurately distinguish differences in operation of pedal misoperation caused by panic; an electrically conductive spring seat (6) is installed on the uppermost part of the second arc-shaped plate (2), and a warning level pressure sensor (7), a starting level pressure sensor (8), and an emergency level pressure sensor (9) are sequentially embedded in the electrically conductive spring seat (6), and the electrically conductive spring seat (6) provides an electrically conductive path to the pressure sensors, and specifically may be made of beryllium-copper material, and a graphene coating layer is installed on the surface, and since this structure has excellent elasticity, it effectively cushions the shock of pedal operation, and the three-stage pressure sensor implements stepwise detection (the threshold of the warning level pressure sensor (7) can be set to 80N, the threshold of the starting level pressure sensor (8) can be set to 100N, and the emergency level pressure sensor (9) can be set to 120N), and prevents misjudgment due to a single pressure threshold (e.g., 80N warning, 100N starting braking,120N emergency pressure increase); On the bottom of the first arc-shaped plate (1), an electrically conductive first contact head (10), a second contact head (11), and a third contact head (12) are sequentially installed concentrically at positions corresponding to the electrically conductive spring seat (6), and the diameters of the first contact head (10), the second contact head (11), and the third contact head (12) are sequentially increased and their thicknesses are sequentially decreased. The concentric layout ensures accurate alignment between the contact heads and the electrically conductive spring seat (6), and the diameters are sequentially increased (for example, the diameter of the first contact head (10) is 5 mm, the diameter of the second contact head (11) is 11 mm, and the diameter of the third contact head (12) is 19 mm), and the thicknesses are sequentially decreased (for example, the thickness of the first contact head (10) is 0.5 mm, the thickness of the second contact head (11) is 0.4 mm, and the thickness of the third contact head (12) is (0.3 mm), thereby making contact according to the order in which pressure increases when the pedal is operated (for example, the first contact head (10) contacts the electrically conductive spring seat (6) by a pressure of 80 N, the second contact head (11) contacts the electrically conductive spring seat (6) by a pressure of 100 N, and the third contact head (12) contacts the electrically conductive spring seat (6) by a pressure of 120 N), thereby implementing a stepwise correlation of contact with the contact head due to different pressures, and the electrically conductive characteristics of the contact head ensure that the pressure sensor signal is transmitted through the control module (22), thereby forming a logical control chain of pressure trigger, circuit conduction, and braking start, solving the problem in existing devices where pressure levels cannot be distinguished by a single contact head and the contact order is irregular (for example, braking delay due to high pressure linear contact), and implementing accurate matching of pressure level and braking strength through the stepwise contact head, and the first contact head (10), second contact The head (11), the third contact head (12), and the electrically conductive spring seat (6) are all electrically connected to the control module (22), andThe control module (22) is connected to the brake pedal, and the electrical connection ensures that 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 a CAN bus, thereby enabling a rapid response of the braking action based on the judgment result. Since the control module (22) is connected to the brake pedal rather than directly controlling the accelerator, it prevents interference with normal accelerator operation and ensures driving safety by implementing braking through the brake pedal only in the event of pedal misoperation. It also resolves the issues of signal transmission delay (slow braking response) and interference with normal accelerator control (influence on normal acceleration operation) in existing devices, and ensures that protection and driving smoothness are balanced through the optimization of the electrical connection and control logic. That is, it accurately distinguishes the difference between normal rapid acceleration and pedal misoperation caused by panic, thereby ensuring normal driving smoothness and ensuring rapid braking in the event of emergency pedal misoperation; More specifically, when the pedal operating pressure reaches 80N, the first arc plate (1) descends under the compression action of the first spring (5), and since the thickness of the first contact head (10) is the largest, it preferentially contacts the electrically conductive spring seat (6) under the same pressure, that is, at this time, the first contact head (10) contacts the electrically conductive spring seat (6) first, and when the first contact head (10) contacts the electrically conductive spring seat (6), the pedal operating pressure is transmitted to the warning level pressure sensor (7) below through the first contact head (10), and when the warning level pressure sensor (7) detects that the pressure has reached the 80N threshold, a signal is transmitted to the control module (22), and the control module (22) transmits a warning signal to notify the driver not to operate incorrectly, and at this time, the second contact head (11) and the third contact head (12) do not contact the electrically conductive spring seat (6) due to their larger diameter and smaller thickness, and the starting level pressure sensor (8),There is no valid signal output from the emergency level pressure sensor (9). When the pedal operating pressure increases to 100N, the first spring (5) is additionally compressed, and the first arc plate (1) moves down toward the second contact head (11) and comes into contact with the electrically conductive spring seat (6). At this time, the first contact head (10) continues to be in contact with the electrically conductive spring seat (6), and the pressure is still applied to the warning level pressure sensor (7). A state is formed in which both the first contact head (10) and the second contact head (11) are in contact with the electrically conductive spring seat (6). When the second contact head (11) comes into contact with the electrically conductive spring seat (6), the pressure is transmitted to the starting level pressure sensor (8). When a threshold value of 100N is detected by the starting level pressure sensor (8), the starting level pressure sensor (8) and the warning level pressure sensor (7) simultaneously transmit their respective signals to the control module (22). The control module (22) cuts off the power and simultaneously controls the brake pedal to perform braking. Here, the pressure is 10 ~ In the case of 120N, the control module (22) transmits a fuel cutoff or power cutoff signal to the vehicle ECU via the CAN bus (stopping the fuel supply for internal combustion engine vehicles and cutting off the high-voltage circuit for electric vehicles) to prevent the vehicle speed from continuing to increase due to incorrectly pressing the accelerator, and the control module (22) activates the brake pedal actuator via a relay and controls the brake motor to pull the brake pedal via a cable; at this time, the third contact head (12) is still not in contact with the electrically conductive spring seat (6) and there is no signal to the emergency level pressure sensor (9). When the pedal operating pressure reaches 120N, the first spring (5) is compressed, and the first arc plate (1) moves down toward the third contact head (12) and comes into contact with the electrically conductive spring seat (6), forming a state in which the first contact head (10), the second contact head (11), and the third contact head (12) all come into contact with the electrically conductive spring seat (6), and when the third contact head (12) comes into contact with the electrically conductive spring seat (6),The pressure is transmitted to the emergency level pressure sensor (9), and when a threshold of 120N is detected by the emergency level pressure sensor (9), the emergency level pressure sensor (9), the start level pressure sensor (8), and the warning level pressure sensor (7) simultaneously transmit their respective signals to the control module (22), and the control module (22) separately starts the brake booster pump and controls it cooperatively through the ECU to improve braking force and shorten braking distance, at which time all contact heads and sensors are in an active state and provide a priority trigger signal to the control module (22), thereby accurately distinguishing between normal rapid acceleration and pedal misoperation caused by panic, ensuring smooth normal driving and ensuring rapid braking in the event of emergency pedal misoperation; The contact surfaces of the first contact head (10), the second contact head (11), and the third contact head (12) are all made of gold-plated copper material. The gold-plated copper material has a relatively low contact resistance (specifically, it can be set to a thickness of 0.1 mm and a contact resistance < 50 mΩ), ensuring that current is transmitted stably, preventing signal attenuation due to excessive contact resistance, and preventing, for example, pressure sensor signals from not being transmitted accurately. Here, the gold-plated structure has good anti-oxidation and corrosion resistance effects (salt spray test > 500 hours), maintains good electrical conductivity after long-term use, effectively extends the service life of the contact head, and uses copper material as the base structure to consider both electrical conductivity (electrical conductivity 58 MS / m) and cost, and prevents excessive costs associated with pure gold material. The term "base" refers to a foundational structure that serves as the bottom. Accordingly, in existing devices, the contact resistance of the contact head is high (signal transmission distortion), it oxidizes and corrodes easily (failure after short-term use), and the cost is too high (pure The precious metal material) solves the problem so that electrical conductivity, durability, and economy are in balance; the base material of the first contact head (10), the second contact head (11), and the third contact head (12) is a nickel-titanium shape memory alloy, andCopper-constantan bimetal sheet compensation rings (13) are bonded between the first contact head (10) and the second contact head (11), and between the second contact head (11) and the third contact head (12), and nickel-titanium shape memory alloy (phase change temperature is -25 to 65°C) has temperature self-adapting characteristics, for example, shrinkage amount ≤0.5% at low temperature (<-15°C) and expansion amount ≤0.5% at high temperature (>55°C), and prevents abrupt changes in the contact head size due to temperature, and the copper-constantan bimetal sheet compensation rings (13) have the following characteristics, namely, the coefficient of thermal expansion on the copper side is 16.5 × 10⁻⁶, -6 It is / ℃, and the coefficient of thermal expansion on the constantan side is 1.5×10⁻⁶ -6 / °C, and the compensation mechanism of the copper-constantan bimetal sheet compensation ring (13) essentially offsets other inevitable deformations (shrinkage or expansion of the nickel-titanium contact head due to temperature) through controllable deformation (bending of the copper-constantan bimetal sheet compensation ring (13), and the amount of deformation due to temperature of the nickel-titanium contact head is the source of compensation requirements and is determined to be offset by a bending amount of 0.1 mm, and the difference in the coefficients of thermal expansion of copper and constantan is the source of deformation power, ensuring that stable asymmetric bending can be generated during temperature changes, and the bending direction of the copper-constantan bimetal sheet compensation ring (13) (toward the constantan side at low temperature and towards the copper side at high temperature) and the bending amount (0.1mm) is the key to accurate compensation, and by driving adjacent contact heads to move closer to or further apart from each other by a corresponding distance, thereby covering the gap change of the nickel-titanium contact heads, it ultimately achieves contact head contact accuracy in an environment of -25 to 65℃ and provides a stable structural foundation to distinguish between normal rapid acceleration and pedal misoperation caused by panic; An NTC thermistor (14) is embedded in the electrically conductive spring seat (6), and the NTC thermistor (14) is electrically connected to a control module (22). The NTC thermistor (14) can collect the temperature of the contact area in real time and transmit the data to the control module (22) to provide a data basis for temperature compensation (e.g., controlling the bending of the copper-constantan bimetal sheet compensation ring (13) at low temperatures and adjusting the preload of the first spring (5) at high temperatures). Here, the thermistor is embedded in the center of the electrically conductive spring seat (6) and is close to the contact surface. Accordingly, the temperature measurement error is reduced, thereby ensuring the accuracy of the temperature data. Accordingly, the problem of the existing device lacking 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) is resolved, providing data support for environmental self-adaptation compensation and ensuring the accuracy of miscontact judgment.

[0054] The above description is merely an example of the present application and is not intended to limit the scope of protection of the present application. To those skilled in the art, the present application may be subject to various modifications and changes. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present application shall be included within the scope of protection of the present application. Explanation of the symbols

[0055] 1: First mold plate 2: Second mold plate 3: Screw 4: First positioning groove 5: First spring 6: Electrically conductive spring seat 7: Warning level pressure sensor 8: Starting level pressure sensor 9: Emergency level pressure sensor 10: First contact head 11: Second contact head 12: Third contact head 13: Copper-Constantan bimetal sheet compensating ring 14: NTC thermistor 15: Nanoceramic liquid storage layer 16: Liquid storage pores 17: Polyimide film 18: Elastic cushioning pad 19: Elastic protrusion 20: Resistance wear sensor 21: Laser displacement sensor 22: Control module 23: Stepping motor 24: Gear set

Claims

Claim 1 A system for preventing pedal misoperation during braking includes a trigger module and a control module (22); the trigger module includes a first arc-shaped plate (1) and a second arc-shaped plate (2) installed sequentially from top to bottom, the first arc-shaped plate (1) is made of an electrically conductive material, and an anti-slip rubber layer is installed on the surface of the first arc-shaped plate (1), the second arc-shaped plate (2) is made of an insulating material, four screws (3) are evenly installed on the bottom of the first arc-shaped plate (1), and four first positioning grooves (4) are correspondingly opened and installed on the second arc-shaped plate (2), each screw (3) is fitted with a first spring (5), and the first arc-shaped plate (1) and the second arc-shaped plate (2) are respectively connected to both ends of the first spring (5), the natural length of the first spring (5) is greater than the length of the screw (3), and each screw (3) is a corresponding first It is connected by hooking in a positioning groove (4) suitable for positioning, and the depth of the first positioning groove (4) is greater than the length of the screw (3); an electrically conductive spring seat (6) is installed on the uppermost part of the second arc-shaped plate (2), and a warning level pressure sensor (7), a start level pressure sensor (8), and an emergency level pressure sensor (9) are sequentially installed embedded in the electrically conductive spring seat (6); on the bottom of the first arc-shaped plate (1), an electrically conductive first contact head (10), a second contact head (11), and a third contact head (12) are installed concentrically and elastically expandable at positions corresponding to the electrically conductive spring seat (6), and the diameters of the first contact head (10), the second contact head (11), and the third contact head (12) increase sequentially and the thicknesses decrease sequentially, and the first contact head (10), the second contact head (11), the third contact head (12), and the electrically conductive A brake pedal misoperation prevention system characterized in that all spring seats (6) are electrically connected to the control module (22), and the control module (22) is connected to the brake pedal. Claim 2 A brake pedal misoperation prevention system according to claim 1, characterized in that the contact surfaces of the first contact head (10), the second contact head (11), and the third contact head (12) are all made of gold-plated copper. Claim 3 A brake pedal misoperation prevention system according to claim 2, wherein the base material of the first contact head (10), the second contact head (11), and the third contact head (12) is a nickel-titanium shape memory alloy, and a copper-constantan bimetal sheet compensation ring (13) is bonded between the first contact head (10) and the second contact head (11), and between the second contact head (11) and the third contact head (12). Claim 4 A brake pedal misoperation prevention system characterized in that, in paragraph 3, an NTC thermistor (14) is installed within the electrically conductive spring seat (6), and the NTC thermistor (14) is electrically connected to the control module (22). Claim 5 A brake pedal misoperation prevention system according to claim 2, wherein a nano-ceramic liquid storage layer (15) is installed on the contact surfaces of the first contact head (10), the second contact head (11), and the third contact head (12), and a plurality of liquid storage holes (16) are installed openly in the nano-ceramic liquid storage layer (15), and each of the liquid storage holes (16) is filled with electrically conductive grease. Claim 6 A brake pedal misoperation prevention system according to claim 1, characterized in that a polyimide film (17) is filled between the first contact head (10) and the second contact head (11), and a polyimide film (17) is filled between the second contact head (11) and the third contact head (12). Claim 7 A brake pedal misoperation prevention system according to claim 1, characterized in that the first contact head (10), the second contact head (11), and the third contact head (12) are all connected to the first arc-shaped plate (1) with an elastic cushioning pad (18) in between. Claim 8 A brake pedal misoperation prevention system according to claim 1, wherein a plurality of elastic protrusions (19) are installed on the contact surface of the electrically conductive spring seat (6), the plurality of elastic protrusions (19) are distributed in an array, and the uppermost part of each elastic protrusion (19) is a spherical structure. Claim 9 A brake pedal misoperation prevention system according to claim 1, wherein a resistance wear sensor (20) is installed at the base of the first contact head (10), and the resistance wear sensor (20) is electrically connected to the control module (22). Claim 10 A brake pedal misoperation prevention system characterized in that, in the first paragraph, a laser displacement sensor (21) is installed embedded in the side wall of each screw (3), the detection surface of the laser displacement sensor (21) is installed to face the first contact head (10), and the laser displacement sensor (21) is electrically connected to the control module (22).

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