CN109835313B - Vehicle false-stepping prevention device, method and system - Google Patents

Abstract

The embodiment of the invention provides a vehicle mistaken-stepping prevention system which comprises a first linkage device and a second linkage device, wherein the first linkage device and the second linkage device are respectively connected with an accelerator pedal and a brake pedal, the first linkage device provides reverse acting force to enable the accelerator pedal not to be stepped on, and the second linkage device provides forward acting force to pull down the brake pedal. According to the mistaken-stepping prevention system, the first linkage device is used for providing reverse acting force to enable the accelerator pedal to be incapable of being stepped on, the second linkage device is used for providing forward acting force to pull down the brake pedal, so that when a driver mistakenly takes the accelerator pedal as the brake pedal to be stepped on, the brake mechanism can still normally brake, and the driving safety and the braking reliability are improved. The invention further provides a method and a system for preventing the vehicle from being stepped on by mistake.

Description

Vehicle false-stepping prevention device, method and system

Technical Field

The invention relates to a device, a method and a system for preventing a vehicle from being stepped on by mistake.

Background

When the emergency situation that the brake is needed occurs, the phenomenon that the driver mistakenly treads the accelerator pedal as the brake pedal can be caused due to nervousness, malaise or bad driving environment, and the emergency automatic brake control device can reduce the phenomenon.

The prior art discloses a prevent mistake and step on footboard, can become the correction operation that is used for the brake with the manual operation of mistake accelerator pedal, when accelerator pedal's trampling speed, acceleration or pressure are greater than the threshold value, convert accelerator pedal signal into brake signal. The prior art also discloses an automobile mistaken-stepping prevention pedal, when the pressure of an accelerator pedal is greater than a threshold value, the pressure of the accelerator pedal is transmitted to a brake pedal through hydraulic fluid, and a brake system is started.

At present, many emergency automatic brake control devices have many parts, high assembly difficulty and high modification cost; and because the force of trampling accelerator pedal when different users maloperation varies, can cause the speed of brake pedal response to differ, the stability and the reliability of whole safety arrangement are difficult to guarantee like this.

Disclosure of Invention

The present invention is directed to solving, at least to some extent, one of the technical problems in the art described above. Therefore, a first object of the present invention is to provide a vehicle mis-stepping prevention device, which can improve the driving safety and the braking reliability.

The second purpose of the invention is to provide a method for preventing mistaken stepping of the vehicle.

The second purpose of the invention is to provide a false stepping prevention system for a vehicle.

In order to achieve the above object, an embodiment of an aspect of the present invention provides an anti-false-stepping system, including a first linkage and a second linkage respectively connected to an accelerator pedal and a brake pedal, where the first linkage provides a reverse acting force to disable the accelerator pedal from being stepped on, and the second linkage provides a forward acting force to pull down the brake pedal.

According to the mistaken-stepping prevention system, the first linkage device is used for providing reverse acting force to enable the accelerator pedal to be incapable of being stepped on, the second linkage device is used for providing forward acting force to pull down the brake pedal, so that when a driver mistakenly takes the accelerator pedal as the brake pedal to be stepped on, the brake system can still normally brake, and the driving safety and the braking reliability are improved.

According to some embodiments of the invention, the first linkage comprises a first piston cylinder and a first piston, the first piston being connected with the accelerator pedal, the first piston being reciprocally movable within the first piston cylinder.

According to some embodiments of the invention, the first piston comprises a first sliding part and a first push rod, the first sliding part is in contact with a cylinder wall of the first piston cylinder, one end of the first push rod is connected with the first sliding part, the other end of the first push rod is connected with the accelerator pedal, the first push rod is sleeved with the first spring, and two ends of the first spring respectively abut against the top of the first piston cylinder and the first sliding part.

According to some embodiments of the invention, the first piston comprises a first sliding portion and a first spring, the first sliding portion is in contact with a cylinder wall of the first piston cylinder, one end of the first spring is connected with the first sliding portion, and the other end of the first spring is connected with the accelerator pedal.

According to some embodiments of the invention, the first linkage comprises a first electrically-powered hydraulic pump for maintaining the first piston in a first set position within a first piston cylinder.

According to some embodiments of the invention, the first electrically-powered hydraulic pump is activated and supplies oil to the first piston cylinder when the driver mistakenly steps on the accelerator pedal.

According to some embodiments of the invention, the first linkage comprises a first valve that closes when the driver steps on the accelerator pedal by mistake.

According to some embodiments of the invention, the false treading prevention device comprises a liquid storage tank, the first piston cylinder is connected with the liquid storage tank through a first hose, the first hose comprises two branches, the first electric hydraulic pump is arranged on one branch of the first hose, and the first valve is arranged on the other branch of the first hose.

According to some embodiments of the invention, the second linkage comprises a second piston cylinder and a second piston, the second piston being connected with the brake pedal, the second piston being reciprocally movable within the second piston cylinder.

According to some embodiments of the invention, the second piston includes a second sliding portion and a second push rod, the second sliding portion contacts with a cylinder wall of the second piston cylinder, one end of the second push rod is connected with the second sliding portion, the other end of the second push rod is connected with an accelerator pedal, a second spring is sleeved on the second push rod, and two ends of the second spring respectively abut against the second piston cylinder and the second sliding portion.

According to some embodiments of the invention, the second piston comprises a second sliding portion in contact with a cylinder wall of the second piston cylinder, and a second spring having one end connected with the second sliding portion and the other end connected with an accelerator pedal.

According to some embodiments of the invention, the second linkage comprises a second electrically-powered hydraulic pump for moving the second piston with the brake pedal down to a second set position.

According to some embodiments of the invention, the second electric hydraulic pump is activated and draws oil to the first piston cylinder when the driver steps on the accelerator pedal by mistake.

According to some embodiments of the invention, the second linkage comprises a second valve that closes when the driver mistakenly depresses the accelerator pedal.

According to some embodiments of the invention, the system comprises a reservoir, the second piston cylinder is connected to the reservoir by a second hose, the second hose comprises two branches, the second electrically-powered hydraulic pump is arranged on one branch of the second hose, and the second valve is arranged on the other branch of the second hose.

In order to achieve the above object, a second aspect of the present invention provides an anti-false-stepping method, including the following steps: when the driver mistakenly steps on the accelerator pedal, the first linkage device provides reverse acting force to enable the accelerator pedal not to be stepped on; the second linkage provides a positive force to pull down the brake pedal.

According to the method provided by the embodiment of the invention, the controller controls the first linkage device to prevent the accelerator pedal from being stepped on when the driver mistakenly steps on the accelerator pedal, and the controller controls the second linkage device to pull the brake pedal when the driver mistakenly steps on the accelerator pedal, so that the brake system can still normally brake when the driver mistakenly steps on the accelerator pedal as the brake pedal, and the driving safety is improved.

According to some embodiments of the invention, comprising: and judging whether the driver mistakenly steps on the accelerator pedal.

According to some embodiments of the invention, the first linkage comprises a first electrically-powered hydraulic pump, a first valve, and a first piston cylinder, the method comprising: when a driver mistakenly steps on the accelerator pedal, the first electric hydraulic pump is started and oil is supplied to the first piston cylinder, so that counterforce is provided for the first linkage device, the accelerator pedal is kept at a first set position and cannot be stepped on, and meanwhile, the first valve is closed.

According to some embodiments of the invention, the second linkage comprises a second electrically-powered hydraulic pump, a second valve, and a second piston cylinder, the method comprising: when a driver mistakenly steps on the accelerator pedal, the second electric hydraulic pump is started and oil is absorbed by the second piston cylinder, so that positive acting force is provided for the second linkage device to pull down the brake pedal to a second set position, and meanwhile, the second valve is closed.

According to some embodiments of the present invention, it is determined whether a vehicle speed is zero, and if the vehicle speed is zero, the first and second electrically-operated hydraulic pumps are turned off while the first and second valves are turned on.

In order to achieve the above object, a third aspect of the present invention provides an anti-false-stepping system, including the above anti-false-stepping device.

According to the vehicle provided by the embodiment of the invention, when a driver mistakenly steps on the accelerator pedal, the accelerator pedal cannot be stepped on, and the brake pedal is automatically pulled down, so that the brake system can still normally brake when the driver mistakenly steps on the accelerator pedal as the brake pedal, and the driving safety and smoothness are improved.

According to some embodiments of the invention, the system comprises: the emergency judgment module is used for judging whether the driver mistakenly steps on the accelerator pedal or not and sending a mistaken stepping signal to the controller when the driver mistakenly steps on the accelerator pedal 3; and the controller is used for controlling the first linkage device to provide reverse acting force to enable the accelerator pedal to be incapable of being stepped on and controlling the second linkage device to provide forward acting force to pull down the brake pedal after the mistaken stepping signal is received.

According to some embodiments of the invention, the controller is further configured to activate the first electrically-powered hydraulic pump and supply oil to the first piston cylinder upon receiving the false tip-in signal to provide a reaction force to the first linkage to maintain the accelerator pedal in the first set position against being stepped on while closing the first valve.

According to some embodiments of the invention, the controller is further configured to activate the second electrically-powered hydraulic pump and draw oil into the second piston cylinder after receiving the false step signal to provide a positive force to the second linkage to pull down the brake pedal to the second set position while closing the second valve.

Drawings

FIG. 1 is a schematic view of an anti-false-treading apparatus according to the present invention;

FIG. 2 is a block diagram of a first embodiment of a false pedaling prevention device according to the present invention;

FIG. 3 is a block diagram of a second embodiment of the false pedaling prevention device according to the present invention;

FIG. 4 is a block diagram of a third embodiment of the false pedaling prevention device according to the present invention;

FIG. 5 is a schematic diagram of the operation of an embodiment of the anti-false-treading apparatus of the present invention;

FIG. 6 is a schematic view of a linkage mechanism joint of the anti-false step device of the present invention;

FIG. 7 is a schematic diagram of an anti-false step method according to the present invention;

FIG. 8 is a flow chart of one embodiment of a false step prevention method of the present invention;

FIG. 9 is a schematic diagram of an anti-false step system of the present invention;

fig. 10 is a schematic diagram of an embodiment of an anti-false step system of the present invention, and arrows indicate the direction of signal transmission.

Reference numerals:

the brake system includes a first linkage 1, a first piston 11, a first push rod 110, a first sliding portion 111, a first spring 112, a first piston cylinder 12, a first air hole 120, a piston position sensor 121, a first opening 122, a first link mechanism 13, a first link mechanism joint 130, a screw hole 131, a stopper tappet 132, a first link rod 133, a second link rod 134, a first electric hydraulic pump 14, a first valve 15, a first hose 16, a tank 17, a second linkage 2, a second piston 21, a second push rod 210, a second sliding portion 211, a second spring 212, a second piston cylinder 22, a second air hole 220, a second opening 222, a second link mechanism 23, a second link mechanism joint 230, a second electric hydraulic pump 24, a second valve 25, a second hose 26, an accelerator pedal 3, a brake pedal 4, a pedal position sensor 5, a brake master cylinder 6, an erroneous-pedal prevention device 100, a controller 101, The emergency brake pedal device comprises an emergency judgment module 102, a data storage module 103, a brake pedal depth acquisition module 104, an acceleration mechanism 105, a brake mechanism 106 and an anti-misstep device 1000.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments of the present invention described below with reference to fig. 1 to 10 are exemplary, are intended to be illustrative of the present invention, and are not to be construed as limiting the present invention.

As shown in fig. 1, a first aspect of the present invention provides a vehicle mis-pedaling prevention device 100, which includes a first linkage 1 and a second linkage 2 connected to an accelerator pedal 3 and a brake pedal 4, respectively, wherein when a driver mis-depresses the accelerator pedal, the first linkage 1 provides a reverse acting force to disable the accelerator pedal 3 from being depressed, and the second linkage 2 provides a forward acting force to depress the brake pedal 4.

It should be noted that, the driver mistakenly stepping on the accelerator pedal 3 means that the driver mistakenly steps on the accelerator pedal 3 as the brake pedal 4 when braking is needed, and at this time, if no measures are taken, the braking is not timely, the braking distance is long, and unpredictable danger is caused.

According to the mistaken-stepping prevention device 100 provided by the embodiment of the invention, when the driver mistakenly steps on the accelerator pedal 3, the first linkage device 1 provides a reverse acting force to prevent the accelerator pedal 3 from being stepped on, and the second linkage device 2 provides a forward acting force to pull down the brake pedal 4, so that when the driver mistakenly steps on the accelerator pedal 3 as the brake pedal 4, the brake mechanism 106 can still normally brake, and the driving safety is improved. And the first linkage device 1 and the second linkage device 2 do not influence each other when working, so that the accelerator pedal 3 can not be stepped on and the pedal 4 can be automatically pulled down when braking, thereby improving the reliability of braking. The false stepping prevention device 100 is not affected by the force with which the accelerator pedal 3 or the brake pedal 4 is stepped on, has a high response speed, and can stably prevent the accelerator pedal 3 from being stepped on as the brake pedal 4 by mistake in time.

It can be understood that, as shown in fig. 3, the brake pedal 4 (brake pedal) of the present invention is connected to the master cylinder 6 of the braking mechanism 106, and when the brake pedal 4 is depressed, the master cylinder 6 is operated. The second linkage 2 pulls down the brake pedal 4, which corresponds to the brake pedal 4 being depressed, and the brake pedal 4 drives the brake master cylinder 6 to operate. An accelerator pedal 3 (an accelerator pedal) is connected with a pedal position sensor 5, one end of an electronic control unit is connected with the pedal position sensor 5, and the other end of the electronic control unit is connected with a throttle mechanism, or the accelerator pedal 3 is directly connected with the throttle mechanism through a pull rod (a pull rope). The accelerator pedal 3 can be accelerated when depressed, and the second linkage 2 prevents the accelerator pedal 3 from being depressed, that is, prevents the accelerator pedal 3 from being depressed to accelerate.

Specifically, as shown in fig. 2, the first linkage 1 includes a first piston cylinder 12 and a first piston 11, the first piston 11 is connected to the accelerator pedal 3, and the first piston 11 is reciprocable in the first piston cylinder 12. The first piston 11 is connected to the accelerator pedal 3 and the first piston 11 is reciprocable in a first piston cylinder 12, i.e. the first piston 11 can bring the accelerator pedal 3 to reciprocate. According to some embodiments of the present invention, when the driver mistakenly steps on the accelerator pedal 3, the first piston 11 drives the accelerator pedal 3 to move upwards to the top dead center of the first piston cylinder 12, and then the accelerator pedal 3 cannot be stepped on, so that the purpose of preventing the accelerator pedal 3 from being stepped on as the brake pedal 4 can be achieved.

Optionally, as shown in fig. 2, the first piston 11 includes a first sliding portion 111 and a first push rod 110, the first sliding portion 111 contacts a cylinder wall of the first piston cylinder 12, one end of the first push rod 110 is connected to the first sliding portion 111, the other end is connected to the accelerator pedal 3, the first push rod 110 is sleeved with a first spring 112, and two ends of the first spring 112 respectively abut against the top of the first piston cylinder 12 and the first sliding portion 111. A predetermined gap is left between the first sliding portion 111 and the cylinder wall of the first piston cylinder 12 to allow the first sliding portion 111 to slide. The first push rod 110 extends into the first piston cylinder 12 through the first opening 122 of the first piston cylinder 12, and the gap between the first opening 122 and the first push rod 110 is enough for the first push rod 110 to reciprocate. The top of the first piston cylinder 12 refers to the top dead center side of the first piston cylinder 12, and the bottom of the first piston cylinder 12 refers to the bottom dead center side of the first piston cylinder 12.

In addition, after the first piston 11 drives the accelerator pedal 3 to move to the bottom dead center of the first piston cylinder 12, the accelerator pedal 3 is released, and the first spring 112 enables the first piston 11 to automatically reset even though the accelerator pedal 3 automatically resets. According to some embodiments of the present invention, one end of the first spring 112 is connected to the first sliding portion 111, and the other end is connected to the bottom of the first piston cylinder 12, as long as it functions to automatically return the first piston 11.

Alternatively, as shown in fig. 4, the first piston 11 includes a first sliding portion 111 and a first spring 112, the first sliding portion 111 is in contact with the cylinder wall of the first piston cylinder 12, and one end of the first spring 112 is connected to the first sliding portion 111 and the other end is connected to the accelerator pedal 3. The first piston 11 is connected with the accelerator pedal 3 through the first spring 112, and the first opening 122 of the first piston cylinder 12 can limit the first spring 112 even if the first spring 112 is clamped at the first opening 122. When the driver steps on the accelerator pedal 3 to move it downward, the accelerator pedal 3 compresses the first spring 112 to move the first sliding portion 111 downward, and at this time, the accelerator pedal 3 is released, and the accelerator pedal 3 is returned by the first spring 112. When the driver mistakenly steps on the accelerator pedal 3, the first sliding part 111 moves upwards to compress the first spring 112, until the first spring 112 is reset slowly (returns to the original length) after the vehicle is braked or the mistaken stepping prevention device does not work, and the first sliding part 111 is reset under the action of the first spring 112.

Preferably, the first and second linkages 1 and 2 are connected to an accelerator pedal 3 and a brake pedal 4, respectively, by a linkage mechanism. The linkage mechanism includes a first linkage 13 and a second linkage 23. The first piston 11 of the first linkage 1 is connected to the accelerator pedal 3 via a first linkage 13, and the second piston 12 of the second linkage 2 is connected to the brake pedal 4 via a second linkage 23.

Further, since the accelerator pedal 3 has a certain inclination angle with respect to the horizontal ground, the accelerator pedal 3 needs to be connected to the first push rod 110 (or the first spring 112) of the first piston 11 through the first linkage 13, so that the downward movement of the accelerator pedal 3 is converted into the downward movement of the first push rod 110 (or the first spring 112) through the circular motion of the first linkage 13, or the upward movement of the first push rod 110 (or the first spring 112) is converted into the upward movement of the accelerator pedal 3 through the circular motion of the first linkage 13.

Further, since the brake pedal 4 has a certain inclination angle with respect to the horizontal ground, the brake pedal 4 also needs to be connected to the first push rod 210 (or the second spring 212) of the second piston 21 through the second link mechanism 23, so as to convert the downward movement of the brake pedal 4 into the downward movement of the first push rod 110 (or the second spring 212) through the circular motion of the first link mechanism 13, or convert the upward movement of the first push rod 110 (or the second spring 212) into the upward movement of the brake pedal 4 through the circular motion of the first link mechanism 13.

Specifically, as shown in fig. 2, the multiple links of the first linkage 13 are connected by the linkage joint 130, and the first push rod 110 and the link of the first linkage 13 are also connected by the linkage joint 130; the multi-stage linkage of the second linkage 23 is connected by a linkage joint 230, and the second push rod 210 and the link of the second linkage 23 are also connected by the linkage joint 230.

Further, as shown in fig. 6, the connection end of the first link 133 and the second link 134 is provided with a corresponding screw hole 131, the first link mechanism joint 130 includes a bolt and a nut (not shown), and the first link mechanism 13 joint 130 fixes the link 133 and the link 134 through the screw hole 131.

Furthermore, according to some embodiments of the present invention, the connection end of the first push rod 110 (the first link 134) and the first link mechanism 13 (the first link 133) is provided with a stop tappet 132, one end of the stop tappet 132 is connected with the first push rod 110 (the second link 134), and the other end supports the first link mechanism 13 (the first link 133) and limits the first link mechanism 13 (the first link 133).

Preferably, as shown in fig. 2, the first linkage 1 comprises a first electrically-operated hydraulic pump 14, the first electrically-operated hydraulic pump 14 being adapted to hold the first piston 11 in a first set position within the first piston cylinder 12. The first set position may be the top dead center of the first piston cylinder 12, at which the accelerator pedal 3 may be depressed to a minimum depth.

Further, when the driver steps on the accelerator pedal by mistake, the first electric hydraulic pump 14 is activated and supplies oil to the first piston cylinder 12. The first electro-hydraulic pump 14 is activated when the driver steps on the accelerator pedal by mistake, and the first electro-hydraulic pump 14 powers the first piston 11 by pumping (supplying) hydraulic fluid, which may be hydraulic oil, to the first piston cylinder 12. When the driver mistakenly steps on the accelerator pedal 3, the first electric hydraulic pump 14 is started, and the first electric hydraulic pump 14 moves the first piston 11 to the top dead center of the first piston cylinder 12 and then keeps stationary, so that the accelerator pedal 3 cannot be stepped on.

In addition, when the driver does not mistakenly step on the accelerator pedal, the first electric hydraulic pump 14 is kept closed, and the first valve 15 is kept opened, so that the accelerator pedal 3 can be freely stepped on and automatically reset. According to some embodiments of the present invention, after the first electric pump hydraulic pump 14 keeps the first piston 11 at the first set position, the first electric pump 14 may be turned off, and the first piston 11 is balanced. According to other embodiments of the present invention, after the first electrically-driven pump hydraulic pump 14 keeps the first piston 11 at the first set position, the first valve 15 may be opened or closed, and at this time, the first piston 11 may also reach a force balance state.

Preferably, as shown in fig. 2, the first linkage 1 includes a first valve 15, and the first valve 15 is closed when the driver mistakenly steps on the accelerator pedal 3. The first valve 15 is closed when the driver mistakenly steps on the accelerator pedal 3, at this time, hydraulic fluid is circulated through the first electric hydraulic pump 14, the first electric hydraulic pump 14 pumps the hydraulic fluid to the first piston cylinder 12, so that the first piston 11 cannot be stepped on, and the accelerator pedal 3 cannot be controlled to be stepped on. The first valve 15 may be a solenoid valve, which can control the connection and disconnection of the hydraulic line in real time.

According to some embodiments of the present invention, the first valve 15 is opened when the driver does not mistakenly step on the accelerator pedal 3, the reservoir 17 is communicated with the first piston cylinder 12, when the accelerator pedal 3 is stepped on, the first piston 11 is pushed by the accelerator pedal 3 to move towards the lower dead point of the first piston cylinder 12, and hydraulic fluid flows into the reservoir 17 from the first piston cylinder 12; after the accelerator pedal 3 is depressed and released, the first piston 11 moves towards the top dead center of the first piston cylinder 12 under the action of the first spring 112, namely, automatically returns, and the hydraulic fluid in the fluid storage tank 17 is sucked into the first piston cylinder 12 from the fluid storage tank 17, so that the first piston 11 is pressed against the top dead center of the first piston cylinder 12, namely, is kept stationary at the top dead center.

Specifically, as shown in fig. 2, the anti-false-step-on device 100 includes a reservoir 17, the first piston cylinder 12 is connected to the reservoir 17 through a first hose 16, the first hose 16 includes two branches, the first electric hydraulic pump 14 is disposed on one branch of the first hose 16, and the first valve 15 is disposed on the other branch of the first hose 16. The first piston cylinder 12 and the second piston cylinder may share the same liquid storage tank 17, or may be provided with separate liquid storage tanks 17, respectively. The first hose 16 is intended to convey hydraulic fluid and the branch in which the first electrically operated hydraulic pump 14 is located is connected in parallel with the branch in which the first valve 15 is located.

Specifically, as shown in fig. 2, the second linkage 2 includes a second piston cylinder and a second piston 21, the second piston 21 is connected to the brake pedal 4, and the second piston 21 is reciprocable in a second piston cylinder 22. The second piston 21 is connected with the brake pedal 4 and the second piston 21 can reciprocate in the second piston cylinder 22, that is, the second piston 21 can drive the brake pedal 4 to reciprocate, when the driver mistakenly steps on the accelerator pedal 3, the first piston 11 drives the brake pedal 4 to move downwards. The downward movement distance and the target position of the brake pedal 4 can be determined according to the actual situation, and when the second piston 21 moves to the bottom dead center of the second piston cylinder 22, the depth of the brake pedal 4 is the largest, and the braking effect is good.

Optionally, as shown in fig. 2, the second piston 21 includes a second sliding portion 211 and a second push rod 210, the second sliding portion 211 contacts a cylinder wall of the second piston cylinder 22, one end of the second push rod 210 is connected to the second sliding portion 211, the other end is connected to the accelerator pedal 3, a second spring 212 is sleeved on the second push rod 210, and two ends of the second spring 212 respectively abut against the second piston cylinder 22 and the second sliding portion 211. A set gap that allows the second sliding portion 211 to slide is left between the second sliding portion 211 and the cylinder wall of the second piston cylinder 22. The second push rod 210 extends into the second piston cylinder 22 through the second opening 222 of the second piston cylinder 22, and the gap between the second opening 222 and the second push rod 210 is enough for the second push rod 210 to reciprocate. The top of the second piston cylinder 22 refers to the top dead center side of the second piston cylinder 22, and the bottom of the second piston cylinder 22 refers to the bottom dead center side of the second piston cylinder 22.

Further, when the second piston 21 drives the brake pedal 4 to move to the bottom dead center of the second piston cylinder, if the brake pedal 4 is released, the second spring 212 automatically resets the second piston 21 even if the brake pedal 4 is automatically reset. According to some embodiments of the present invention, one end of the second spring 212 is connected to the second sliding portion 211, and the other end is connected to the bottom of the second piston cylinder 22, as long as it functions to automatically reset the second piston 21.

Alternatively, as shown in fig. 4, the second piston 21 includes a second sliding portion 211 and a second spring 212, the second sliding portion 211 is in contact with the cylinder wall of the second piston cylinder 22, and one end of the second spring 212 is connected to the second sliding portion 211 and the other end is connected to the accelerator pedal 3. The second piston 21 is connected with the brake pedal 4 through the second spring 212, and the second opening 222 of the second piston cylinder 22 can limit the second spring 212 even if the second spring 212 is jammed at the second opening 222. When the driver of the second piston cylinder 22 presses the brake pedal 4 to move it downward, the brake pedal 4 compresses the second spring 212 to move the second sliding portion 211 downward, and at this time, the brake pedal 4 is released, and the brake pedal 4 is returned by the second spring 212. When the driver mistakenly steps on the accelerator pedal 3, the second sliding part 211 moves downwards to stretch the second spring 212, until the second spring 212 is reset slowly (returns to the original length) after the vehicle is braked or the mistaken stepping prevention device does not work, and the second sliding part 211 drives the brake pedal 4 to reset under the action of the second spring 212.

Preferably, the second linkage 2 includes a second electric hydraulic pump 24, the second electric hydraulic pump 24 is used for enabling the second piston 21 to drive the brake pedal 4 to move downwards, and the second electric hydraulic pump 24 is used for enabling the second piston 22 to drive the brake pedal 4 to move downwards to a second set position. The second setting position of the downward movement of the brake pedal 4 may be the bottom dead center of the second piston cylinder 22, at which the braking effect is good. When the driver steps on the accelerator pedal 3 by mistake, the second electric hydraulic pump 24 is started and sucks oil to the first piston cylinder 22. The second electric hydraulic pump 24 absorbs hydraulic fluid by absorbing oil, so as to form a positive acting force or a negative acting force for pulling down the second piston 21, so that the second piston 21 drives the brake pedal 4 to move downwards, and the hydraulic fluid can be hydraulic oil.

In addition, when the driver does not mistakenly step on the accelerator pedal 3, the second electric hydraulic pump 24 is kept closed, and the second valve 25 is kept opened, so that the brake pedal 4 can be freely stepped on and automatically reset. According to some embodiments of the present invention, after the second electrically-driven pump 24 keeps the second piston 21 at the second set position, the second valve 25 may be opened or closed, and the second piston 21 may also reach a force balance state.

Preferably, the second linkage 2 comprises a second valve 25, the second valve 25 being closed when the driver mistakenly steps on the accelerator pedal 3. At this time, the hydraulic fluid is circulated through the second electric hydraulic pump 24, and the second electric hydraulic pump 24 absorbs the hydraulic fluid of the second piston cylinder 22 to form negative pressure, so that the second piston 21 is pulled down, thereby controlling the brake pedal 4 to be pulled down. The first valve 15 may be a solenoid valve, which can control the connection and disconnection of the hydraulic line in real time.

According to some embodiments of the present invention, the second valve 25 is kept open when the driver does not mistakenly step on the accelerator pedal 3, the reservoir 17 is communicated with the second piston cylinder 22, when the brake pedal 4 is stepped on, the second piston 21 drives the brake pedal 4 to push the brake pedal 4 to move towards the lower dead point of the second piston cylinder 22, and hydraulic fluid flows into the reservoir 17 from the second piston cylinder 22; when the brake pedal 4 is released after being stepped down or pulled down, the second piston 21 moves towards the top dead center of the second piston cylinder 22 under the action of the second spring 212, namely, automatically returns, and the hydraulic fluid in the fluid storage tank 17 is sucked into the second piston cylinder 22 from the fluid storage tank 17, so that the second piston 21 is pressed against the top dead center of the second piston cylinder 22, namely, is kept still at the top dead center.

Specifically, as shown in fig. 2, the false tread prevention device 100 includes a tank 17, the second piston cylinder 22 is connected to the tank 17 through a second hose 26, the second hose 26 includes two branches, the second electric hydraulic pump 24 is disposed on one branch of the second hose 26, and the second valve 25 is disposed on the other branch of the second hose 26. The first piston cylinder 12 and the second piston cylinder may share the same liquid storage tank 17, or may be provided with separate liquid storage tanks 17, respectively. The second hose 26 is intended to carry hydraulic fluid, and the second hose 26, in which the second electrically operated hydraulic pump 24 is located, is connected in parallel with the first hose 16, in which the second valve 25 is located.

Further, as shown in fig. 5, when the false stepping prevention device 100 of the present invention is operated, the positions of the accelerator pedal 3 and the brake pedal 4 are changed. When a driver mistakenly steps on the accelerator pedal, the first valve 15 is closed, the first electric hydraulic pump 14 is started, hydraulic fluid in the fluid storage tank 17 enters the first piston cylinder 12 under the action of the first electric hydraulic pump 14, the first electric hydraulic pump 14 pushes the first sliding part 111 of the first piston 11 to move upwards along the inner wall of the first piston cylinder 12 through the hydraulic fluid, the first push rod 110 drives the accelerator pedal 3 to move upwards through the first link mechanism 13 under the driving of the first sliding part 111, and the position of the accelerator pedal 3 is changed from the position P1 to the position P2. When the driver mistakenly steps on the accelerator pedal, the second valve 25 is closed, the second electric hydraulic pump 24 is started, the hydraulic fluid in the second piston cylinder 22 enters the fluid storage tank 17 under the action of the second electric hydraulic pump 24, the first electric hydraulic pump 14 forms negative pressure by absorbing the hydraulic fluid, so that the second sliding part 211 of the second piston 21 moves downwards along the inner wall of the second piston cylinder 22, the second push rod 210 drives the brake pedal 4 to move downwards through the second link mechanism 23 under the driving of the second sliding part 211, and the position of the brake pedal 4 is changed from the position P3 to the position P2. The movement distance (depth) or the target position (including the first set position and the second set position) of the brake pedal 4 and the accelerator pedal 3 may be calibrated experimentally, and the depth of the brake pedal 4 and the accelerator pedal 3 may be set to a sufficiently small value, or may be calibrated empirically, for example, the first set position is the top dead center of the first piston cylinder 12, and the second set position is the bottom dead center of the second piston cylinder 22.

Preferably, the first piston cylinder 12 is provided with the first air hole 120, and the second piston cylinder is provided with the second air hole 220, so that ventilation of the first piston cylinder 12 and the second piston cylinder is facilitated, and the response speed of the false tread prevention device 100 is faster and more stable. According to some embodiments of the invention, the hydraulic fluid is at a level below the position of the first sliding part 111 and the second sliding part, and the provision of the vent does not cause leakage of the hydraulic fluid.

In addition, the embodiment of the invention uses the electric hydraulic pump as the power source to drive the accelerator pedal 3 and the brake pedal 4 to move, the first electric hydraulic pump 14 and the second electric hydraulic pump 24 are respectively transmitted to the first piston 11 and the second piston 21 through hydraulic pressure, and the first piston 11 and the second piston 21 respectively drive the accelerator pedal 3 and the brake pedal 4 to move. According to other embodiments of the invention, the accelerator pedal 3 and the brake pedal 4 can also be driven to move by using an electric motor as a power source.

As shown in fig. 7, a second aspect of the present invention provides a method for preventing a vehicle from being stepped on by mistake, including the following steps: when the driver mistakenly steps on the accelerator pedal 3, the first linkage device 1 provides reverse acting force to prevent the accelerator pedal 3 from being stepped on; the controller 101 controls the second linkage 2 to provide a positive force to pull down the brake pedal 4.

It should be noted that, when the driver mistakenly steps on the accelerator pedal 3, the controller 101 may first control the first linkage 1 to prevent the accelerator pedal 3 from being stepped on, and then control the second linkage 2 to pull down the brake pedal 4; the controller 101 may control the second linkage 2 to pull down the brake pedal 4 first, and then control the first linkage 1 to disable the accelerator pedal 3 from being depressed. Preferably, the controller 101 controls the first linkage 1 to disable the accelerator pedal 3 from being depressed and the second linkage 2 to pull down the brake pedal 4 at the same time.

According to the control method, the first linkage device 1 enables the accelerator pedal 3 not to be stepped on when the driver mistakenly steps on the accelerator pedal 3, and the second linkage device 2 enables the brake pedal 4 to be pulled down when the driver mistakenly steps on the accelerator pedal 3, so that the brake system can still normally brake when the driver mistakenly steps on the accelerator pedal 3 as the brake pedal 4, and the driving safety is improved. And the first linkage device 1 and the second linkage device 2 do not influence each other when working, so that the accelerator pedal 3 can not be stepped on and the brake pedal 4 can be automatically pulled down when braking, and the reliability of braking is improved.

According to some embodiments of the invention, the control method further comprises determining whether the driver mistakenly steps on the accelerator pedal 3. The driver mistakenly steps on the accelerator pedal 3 means that the driver steps on the accelerator pedal 3 as the brake pedal 4 when braking is required. Whether the driver mistakenly steps on the accelerator pedal 3 or not can be judged by comprehensively analyzing the front road condition, the driver condition and the braking state, if the front road condition or the driver condition needs braking and the vehicle is not in the braking state, the driver mistakenly steps on the accelerator pedal 3 is judged, otherwise, the driver does not mistakenly step on the accelerator pedal 3.

According to some embodiments of the present invention, it is determined whether the vehicle speed is zero, and if the vehicle speed is zero, the first and second electrically-operated hydraulic pumps 14 and 24 are turned off while the first and second valves 15 and 25 are turned on. The vehicle speed is zero, which indicates that the brake is successful, and indicates that the vehicle mistaken-stepping prevention system 1000 acts successfully, the operation of mistakenly stepping the accelerator pedal 3 by the driver is corrected, at the moment, the mistaken-stepping prevention system 1000 can be quitted, and the quitting of the mistaken-stepping prevention system 1000 can be realized through manual keys or can be realized through automatic control of the mistaken-stepping prevention system 1000.

The false step prevention method of the present invention is described below in conjunction with the embodiment of fig. 8.

S1: judging whether braking is needed, namely judging whether the driver mistakenly steps on the accelerator pedal 3, and entering S2 if the driver mistakenly steps on the accelerator pedal 3; otherwise, the process proceeds to S3.

S2: the first valve 15 and the second valve 25 are closed, the first electrically-operated hydraulic pump 14 is started, and the second electrically-operated hydraulic pump 24 is started, proceeding to S4.

S3: the first valve 15 and the second valve 25 are opened, and the first electrically-operated hydraulic pump 14 and the second electrically-operated hydraulic pump 24 are closed, and the process proceeds to S1.

Specifically, the first linkage 1 comprises a first electrically-operated hydraulic pump 14, a first valve 15 and a first piston cylinder 11, and the method comprises: when the driver mistakenly steps on the accelerator pedal, the first electric hydraulic pump 14 is started and oil is supplied to the first piston 11 cylinder, so that reaction force is provided for the first linkage device 1, the accelerator pedal 3 is kept at the first set position and cannot be stepped on, and the first valve 15 is closed. When the driver does not mistakenly step on the accelerator pedal 3, the first electric hydraulic pump 24 is turned off, and the first valve 25 is simultaneously opened.

Specifically, the second linkage 2 includes a second electrically-powered hydraulic pump 24, a second valve 25, and a second piston cylinder 11, and the method includes: when the driver mistakenly steps on the accelerator pedal 3, the second electric hydraulic pump 24 is started and oil is sucked into the second piston cylinder 22, so that positive acting force is provided for the second linkage device 2, the brake pedal 4 is pulled down to a second set position, and meanwhile, the second valve 25 is closed. When the driver does not mistakenly step on the accelerator pedal 3, the second electric hydraulic pump 24 is turned off, and the second valve 25 is simultaneously opened.

When the driver mistakenly steps on the accelerator pedal, the first valve 15 and the second valve 25 are closed, and the first electric hydraulic pump 14 and the second electric hydraulic pump 24 are started; when the driver does not mistakenly step on the accelerator pedal 3, the first valve 15 and the second valve 25 may be opened, and the first electric hydraulic pump 14 and the second electric hydraulic pump 24 may be closed.

S4: the state and the driving speed of the key of the exit false-pressing prevention device 100 are inquired and the process proceeds to S5.

It is understood that, when the key of the false operation preventing device 100 is pressed, the false operation preventing device 100 is stopped, specifically, the first and second electric hydraulic pumps 14 and 24 are closed, the first and second valves 15 and 25 are opened, the accelerator 105 and the brake 106 are normally operated, and the accelerator pedal 3 and the brake pedal 4 can be freely moved.

S5: and judging whether a key of the exit false-stepping prevention device 100 is pressed or the running speed is zero, if so, entering S6, and otherwise, entering S4.

It should be noted that the running speed being zero indicates successful braking, and indicates that the false tread prevention device 100 can be out of operation.

S6: and (6) ending.

As shown in fig. 9, a third aspect of the present invention provides an anti-false-stepping system 1000 for a vehicle, including the anti-false-stepping device 1000.

According to the mistaken-stepping prevention system 1000, when a driver mistakenly steps on the accelerator pedal, the first linkage device 1 provides a reverse acting force to enable the accelerator pedal 3 not to be stepped on, and the second linkage device 2 provides a forward acting force to pull down the brake pedal 4, so that when the driver mistakenly steps on the accelerator pedal 3 as the brake pedal 4, the brake mechanism 106 can still normally brake, and the driving safety is improved. And the first linkage device 1 and the second linkage device 2 do not influence each other when working, so that the accelerator pedal 3 can not be stepped on and the pedal 4 can be automatically pulled down when braking, thereby improving the reliability of braking. The mistaken-stepping prevention device 100 is not affected by the force for stepping on the accelerator pedal 3 or the brake pedal 4, has a high response speed, and can timely and stably prevent mistaken stepping on the accelerator pedal 3 as the brake pedal 4.

Specifically, as shown in fig. 10, the false stepping prevention system 1000 includes: the emergency judgment module 102, the emergency judgment module 102 is configured to judge whether the driver mistakenly steps on the accelerator pedal 3 and send a mistaken stepping signal to the controller 101 when the driver mistakenly steps on the accelerator pedal 3; and the controller 101 is used for controlling the first linkage device 1 to provide a reverse acting force to prevent the accelerator pedal 3 from being stepped on and controlling the second linkage device 2 to provide a forward acting force to pull down the brake pedal 4 after receiving the mistaken stepping signal.

Specifically, the controller 101 is further configured to activate the first electric hydraulic pump 14 and supply oil to the first piston cylinder 11 after receiving the false step signal, so as to provide a reaction force to the first linkage 1 to keep the accelerator pedal 3 at the first set position and not be stepped on, and simultaneously close the first valve 15. When the false step signal is not received, the first electric hydraulic pump 14 is turned off, and the first valve 15 is opened.

Specifically, the controller 101 is further configured to activate the second electric hydraulic pump 24 and suck oil into the second piston 21 cylinder after receiving the false step signal, so as to provide a positive acting force to the second linkage 2 to pull down the brake pedal 4 to the second setting position, and simultaneously close the second valve 25. When the false step signal is not received, the second electric hydraulic pump 24 is closed, and the second valve 25 is opened.

The module structure of the false step prevention system 1000 of the present invention is described below with reference to fig. 10.

The emergency judging module 102: the brake pedal device is used for judging whether a driver mistakenly steps on the accelerator pedal, namely whether the driver mistakenly steps on the accelerator pedal 3 as the brake pedal 4 when braking is needed; judging the front road condition and the driver condition; judging a braking state including a running speed; and reading data storage module 103 data, including the depth of the brake pedal.

Specifically, the emergency determination module 102 determines whether the driver mistakenly regards the accelerator pedal 3 as the brake pedal 4 by comprehensively analyzing the road condition ahead, the driver's condition, and the braking state. The emergency determination module 102 may detect whether there is an obstacle (including a person, a vehicle, and a road obstacle) in front and a distance between the obstacle and the vehicle, detect whether there is a traffic light intersection, and detect a nearby terrain (e.g., a sharp bend, a cliff), so as to determine whether the front is allowed to pass, i.e., whether braking is required. The emergency judgment module 102 judges the status of the driver, that is, judges whether the driver mistakenly steps on the accelerator pedal 3 due to fatigue or physical reasons, judges whether the driver is fatigued or not by an image recognition method, judges whether the driver is uncomfortable or not by detecting the heart rate, pulse or body temperature of the driver, and judges whether auxiliary braking is needed or not by judging the status of the driver. The emergency judging module 102 judges whether the current vehicle is in a braking state according to the depth of the brake pedal read by the data storage module 103. If the vehicle is not in a braking state when braking is needed, that is, the driver mistakenly steps on the accelerator pedal 3, the emergency determination module 102 sends a mistaken stepping signal to the controller 101.

The brake pedal depth acquisition module 104: the main function is to acquire an ultrasonic sensor signal (such as the piston position sensor 121 shown in fig. 2) from the top of the first piston cylinder 12 or the second piston cylinder 22, to calculate the position of the first piston 11 or the second piston 21, and to convert this position into the brake pedal depth.

The controller 101: for receiving the data of the brake pedal depth acquisition module 104 and the emergency judgment module. Simultaneously transmitting braking time, depth of the brake pedal, time taken to step on the brake pedal 4, and traveling speed variation signals to the data storage module 103, and controlling the accelerator mechanism 105 (including the accelerator pedal 3) and the brake mechanism 106 (including the brake pedal 4) through the first linkage 1 (including the first valve 15 and the first electric hydraulic pump 14) and the second linkage 2 (including the second valve 25 and the second electric hydraulic pump 24), respectively.

The data storage module 103: and the data is used for storing the data during braking, including braking time, depth of the brake pedal, downward movement time of the brake pedal 4 and running speed change condition.

The acceleration mechanism 105: for acceleration, including an accelerator pedal 3, a pedal position sensor 5, a throttle mechanism, and a lever (or electronic control unit).

The brake mechanism 106: the brake pedal is used for braking and comprises a brake pedal 4 and a brake master cylinder 6.

An anti-false step system 1000 according to an embodiment of the present invention is described below with reference to fig. 1-10.

During the driving process of the vehicle, the emergency determination module 102 detects the road condition ahead of the vehicle 1000 during the driving process and the driver, i.e. determines whether the braking condition is needed, and determines the braking state of the vehicle, thereby determining whether the driver mistakenly steps on the accelerator pedal 3. The controller 101 transmits the braking time, the downward movement time of the brake pedal 4, the depth of the brake pedal and the vehicle speed change data to the data storage module 103 for storage, wherein the data storage module 103 can store 5000 times of braking data, and the current braking state is calculated in real time according to the stored data through the data storage module, namely, the braking distance corresponding to different depths of the brake pedal 4 is judged through the data. When the driver mistakenly steps on the accelerator pedal 3, the emergency judgment module measures the distance between the vehicle and the obstacle, namely the braking distance, and transmits the braking state and the emergency distance to the controller 101. The controller 101 calculates a minimum brake pedal depth before reaching the obstacle is guaranteed based on the braking distance, determines a target position (second set position) of the second piston 21 based on the minimum brake pedal depth, and then closes the second valve 25, the first valve 15, while the first electro-hydraulic pump 14 supplies oil to the first piston cylinder 12. The pressure in the first piston cylinder 12 is rapidly increased, so that the first piston 11 moves to a first set position (such as a top dead center) of the first piston cylinder 12, and the accelerator pedal 3 can not be pressed; the second electric hydraulic pump 24 sucks oil to the second piston cylinder, the pressure in the second piston cylinder is reduced, and the second piston 21 moves to a second set position (for example, a bottom dead center) of the second piston cylinder, so that braking is completed. The controller 101 controls the second electric hydraulic pump 24 to move the second piston 21 to the target position (second set position) according to the depth of the brake pedal, and thus the brake pedal 4 can be automatically depressed. When the vehicle speed is detected to be zero or the key of the anti-false-treading device 100 is identified to exit, once the key is pressed for 2 seconds, the anti-false-treading device 100 exits. The minimum brake pedal depth is taken as the movement distance (depth) of the brake pedal 4, so that the injury to people in the vehicle can be reduced under the emergency condition, and the traffic accident caused by pressing the key carelessly to exit the mistaken stepping prevention device 100 under the emergency condition can be avoided by pressing the key for 3 seconds.

In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (20)

1. The vehicle mis-treading prevention device is characterized by comprising a first linkage device (1) and a second linkage device (2) which are respectively connected with an accelerator pedal (3) and a brake pedal (4), wherein when a driver mis-treads the accelerator pedal (3), the first linkage device (1) provides a reverse acting force to enable the accelerator pedal (3) not to be treaded, and the second linkage device (2) provides a forward acting force to pull down the brake pedal (4);

the first linkage device (1) comprises a first piston cylinder (12) and a first piston (11), the first piston (11) is connected with the accelerator pedal (3), and the first piston (11) can reciprocate in the first piston cylinder (12);

the first linkage (1) comprises a first electrically-operated hydraulic pump (14), the first electrically-operated hydraulic pump (14) being adapted to hold the first piston (11) in a first set position in a first piston cylinder (12).

2. The device for preventing false treading according to claim 1, wherein the first piston (11) comprises a first sliding part (111) and a first push rod (110), the first sliding part (111) is in contact with the cylinder wall of the first piston cylinder (12), one end of the first push rod (110) is connected with the first sliding part (111), the other end of the first push rod is connected with the accelerator pedal (3), the first push rod (110) is sleeved with a first spring (112), and two ends of the first spring (112) respectively abut against the top of the first piston cylinder (12) and the first sliding part (111).

3. The device according to claim 1, wherein the first piston (11) comprises a first sliding portion (111) and a first spring (112), the first sliding portion (111) is in contact with a cylinder wall of the first piston cylinder (12), one end of the first spring (112) is connected to the first sliding portion (111), and the other end is connected to the accelerator pedal (3).

4. False pedal prevention device according to claim 1, characterized in that the first electrically operated hydraulic pump (14) is activated and supplies oil to the first piston cylinder (12) when the driver mistakenly steps on the accelerator pedal.

5. Device according to claim 4, characterized in that said first linkage means (1) comprise a first valve (15), said first valve (15) being closed when the driver steps on the accelerator pedal (3) by mistake.

6. Device according to claim 5, characterized by comprising a reservoir (17), wherein the first piston cylinder (12) is connected to the reservoir (17) by a first hose (16), wherein the first hose (16) comprises two branches, wherein the first electrically-operated hydraulic pump (14) is arranged on one branch of the first hose (16), and wherein the first valve (15) is arranged on the other branch of the first hose (16).

7. False tread prevention device according to claim 1, wherein the second linkage (2) comprises a second piston cylinder (22) and a second piston (21), the second piston (21) being connected to the brake pedal (4), the second piston (21) being reciprocatable in the second piston cylinder (22).

8. The device for preventing false treading according to claim 7, wherein the second piston (21) comprises a second sliding portion (211) and a second push rod (210), the second sliding portion (211) is in contact with the cylinder wall of the second piston cylinder (22), one end of the second push rod (210) is connected with the second sliding portion (211), the other end of the second push rod is connected with the brake pedal (4), a second spring (212) is sleeved on the second push rod (210), and two ends of the second spring (212) respectively abut against the second piston cylinder (22) and the second sliding portion (211).

9. The false tread prevention device according to claim 7, wherein the second piston (21) includes a second sliding portion (211) and a second spring (212), the second sliding portion (211) is in contact with a cylinder wall of the second piston cylinder (22), one end of the second spring (212) is connected to the second sliding portion (211), and the other end is connected to a brake pedal (4).

10. Anti-false-treading device according to claim 7, characterized in that the second linkage (2) comprises a second electrically-operated hydraulic pump (24), the second electrically-operated hydraulic pump (24) being adapted to move the second piston (22) with the brake pedal (4) downwards to a second set position.

11. False pedal prevention device according to claim 10, characterized in that the second electrically operated hydraulic pump (24) is activated and draws oil from the second piston cylinder (22) when the driver mistakenly steps on the accelerator pedal (3).

12. Anti-false-press device according to claim 11, characterised in that said second linkage (2) comprises a second valve (25), said second valve (25) being closed when the driver mistakenly presses the accelerator pedal (3).

13. Device according to claim 12, characterized by comprising a reservoir (17), said second piston cylinder (22) being connected to said reservoir (17) by means of a second hose (26), said second hose (26) comprising two branches, said second electrically-operated hydraulic pump (24) being arranged in one of the branches of the second hose (26), said second valve (25) being arranged in the other branch of the second hose (26).

14. False pedal prevention device according to claim 1, characterized in that the first linkage (1) and the second linkage (2) are connected to the accelerator pedal (3) and the brake pedal (4) respectively by a linkage mechanism.

15. A vehicle false stepping prevention method is characterized by comprising the following steps:

when the driver mistakenly steps on the accelerator pedal, the first linkage device provides reverse acting force to enable the accelerator pedal not to be stepped on;

the second linkage device provides positive acting force to pull down the brake pedal;

the first linkage includes a first electrically-powered hydraulic pump, a first valve, and a first piston cylinder, the method comprising: when a driver mistakenly steps on the accelerator pedal, the first electric hydraulic pump is started and oil is supplied to the first piston cylinder, so that counterforce is provided for the first linkage device, the accelerator pedal is kept at a first set position and cannot be stepped on, and meanwhile, the first valve is closed.

16. The method of claim 15, wherein it is determined whether the driver has mistakenly stepped on the accelerator pedal.

17. The method of claim 15, wherein the second linkage comprises a second electrically-powered hydraulic pump, a second valve, and a second piston cylinder, the method comprising: when a driver mistakenly steps on the accelerator pedal, the second electric hydraulic pump is started and oil is absorbed from the second piston cylinder, so that positive acting force is provided for the second linkage device to pull down the brake pedal to a second set position, and meanwhile, the second valve is closed.

18. The method of claim 17, comprising: and judging whether the vehicle speed is zero, if so, closing the first electric hydraulic pump and the second electric hydraulic pump, and simultaneously opening the first valve and the second valve.

19. A vehicle false-stepping prevention system, comprising the false-stepping prevention device of any one of claims 1-14, the vehicle false-stepping prevention system further comprising:

the emergency judgment module (102) is used for judging whether a driver mistakenly steps on the accelerator pedal (3) or not and sending a mistaken stepping signal to the controller (101) when the driver mistakenly steps on the accelerator pedal (3);

the controller (101) is used for controlling the first linkage device (1) to provide reverse acting force to enable the accelerator pedal (3) not to be stepped on and controlling the second linkage device (2) to provide forward acting force to pull down the brake pedal (4) after the mistaken stepping signal is received;

the controller (101) is also used for starting the first electric hydraulic pump (14) and supplying oil to the first piston cylinder (12) after receiving the false stepping signal so as to provide reaction force for the first linkage device (1) to enable the accelerator pedal (3) to be kept at a first set position and not to be stepped, and meanwhile, the first valve (15) is closed.

20. The system of claim 19, wherein the controller (101) is further configured to activate the second electrically-operated hydraulic pump (24) and draw oil from the second piston cylinder (22) upon receiving the false signal to provide a positive force to the second linkage (2) to pull down the brake pedal (4) to the second set position while closing the second valve (25).

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