CN114771712B

CN114771712B - Vehicle pedal assembly and electric vehicle

Info

Publication number: CN114771712B
Application number: CN202210353792.5A
Authority: CN
Inventors: 田焱燕
Original assignee: Suzhou Haowei Industrial Product Design Co ltd
Current assignee: Suzhou Haowei Industrial Product Design Co ltd
Priority date: 2021-07-20
Filing date: 2021-07-20
Publication date: 2024-06-18
Anticipated expiration: 2041-07-20
Also published as: CN114771712A; WO2023001051A1; CN115636045A; CN114750869A

Abstract

The embodiment of the specification discloses a vehicle pedal assembly, includes footboard, base and controller, and the footboard can rotate along first direction and second direction for the base, and the rotation of footboard can make the controller switch between the first excited state, second excited state and the off state. The embodiment of the specification discloses an electric vehicle, which comprises a vehicle pedal assembly and a motor for controlling wheels to rotate; the controller is electrically connected with the motor, so that the vehicle pedal assembly can control the output of the motor. The vehicle pedal assembly can have multiple operation modes, and multiple controls on the electric vehicle can be realized by operating the vehicle pedal assembly, so that the electric vehicle is higher in safety and better in operability.

Description

Vehicle pedal assembly and electric vehicle

Filing and applying for separate cases

The application relates to a divisional application of application number 202110817304.7, the application date of the original application is 2021, 7 months and 20 days, and the application is named as a vehicle pedal assembly and an electric vehicle.

Technical Field

The present disclosure relates to the field of electric vehicles, and more particularly to a pedal assembly for a vehicle and an electric vehicle.

Background

Currently, in electric vehicle applications, the control of the electric vehicle by the foot pedal assembly is too single, for example, the foot pedal assembly is generally only used to control the speed and acceleration of the electric vehicle. Therefore, in order to realize various controls of the electric vehicle, various control components are generally required to be additionally arranged on the electric vehicle, so that the electric vehicle is complicated to operate, easy to make mistakes and low in safety. In addition, with the wider and wider application of electric vehicles, some conventional controls of the pedal assembly on the electric vehicles cannot meet the development requirements of the electric vehicles.

Accordingly, there is a need for a vehicle footrest assembly that can provide a variety of control and functional control over an electric vehicle, an electric vehicle employing the vehicle footrest assembly, and a vehicle motor control method responsive to the vehicle footrest assembly.

Disclosure of Invention

One of the embodiments of the present description provides a vehicle pedal assembly. The vehicle pedal assembly includes a pedal, a base, and a controller. The pedal is rotatably connected with the base, and the pedal can rotate along a first direction and a second direction relative to the base, and the first direction is opposite to the second direction. The controller includes a first excited state, a second excited state, and an off state. The controller can be in different states by rotating the pedal; when the pedal is at an initial position relative to the base, the controller is in a closed state; when the pedal rotates along a first direction relative to the base, the controller is in a first excitation state; when the pedal rotates in a second direction relative to the base, the controller is in a second excitation state.

One of the embodiments of the present specification provides an electric vehicle. The electric vehicle comprises a vehicle pedal assembly and a motor for controlling the rotation of wheels. The controller is electrically connected with the motor, so that the vehicle pedal assembly can control the output of the motor; when the controller is in a first excitation state, the motor rotates along a third direction; when the controller is in a second excitation state, the motor rotates along a fourth direction; when the controller is in the off state, the input signal to the motor by the controller is interrupted.

Drawings

The present specification will be further elucidated by way of example embodiments, which will be described in detail by means of the accompanying drawings. The embodiments are not limiting, in which like numerals represent like structures, wherein:

FIG. 1 is a schematic structural view of a vehicle pedal assembly shown in accordance with some embodiments of the present disclosure;

FIG. 2 is a schematic diagram of a base and controller according to some embodiments of the present disclosure;

FIG. 3 is a schematic illustration of a vehicle foot rest assembly with a potentiometer as a controller according to some embodiments of the present disclosure;

FIG. 4 is a schematic illustration of a vehicle foot rest assembly with a Hall switch as a controller according to some embodiments of the present disclosure;

FIG. 5 is a schematic illustration of a vehicle foot rest assembly with a boat-type switch as a controller according to some embodiments of the present disclosure;

FIG. 6 is a schematic illustration of a vehicle footrest assembly with a controller that is a dual Hall element in accordance with some embodiments of the present disclosure;

Fig. 7 is a schematic structural view of an electric vehicle according to some embodiments of the present description;

FIG. 8 is a flowchart of an exemplary method of determining a high speed mode of an electric vehicle, according to some embodiments of the present description;

Fig. 9 is a schematic structural view of a game device according to some embodiments of the present specification.

The bicycle pedal comprises a 1-bicycle pedal assembly, an 11-pedal, a 111-first rotating connecting piece, a 112-guide column, a 113-grain pattern, a 12-base, a 121-second rotating connecting piece, a 122-rotating piece, a 123-groove, a 124-guide hole, a 13-controller, a 1311-first pressure sensor, a 1312-second pressure sensor, a 132-potentiometer, a 1321-first gear, a 1322-second gear, a 133-Hall switch, a 134-boat-type switch, a 1341-first trigger button, a 1342-second trigger button, a 1351-accommodating cavity, a 1352-first Hall element, a 1353-second Hall element, a 14-spring, a 200-electric bicycle, a 201-bicycle body, a 202-wheel, a 300-game device, a 301-host machine and a 302-display device.

Detailed Description

Reference will now be made in detail to exemplary embodiments or implementations, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the application. Rather, they are merely examples of apparatus and methods consistent with aspects of the application as detailed in the accompanying claims.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be understood that the terms first, second and the like used in the description and the claims do not denote any order, quantity or importance, but rather are used to distinguish one element from another. Likewise, the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. Unless otherwise indicated, the terms "front," "rear," "lower," and/or "upper" and the like are merely for convenience of description and are not limited to one location or one spatial orientation. The word "comprising" or "comprises", and the like, means that elements or items appearing before "comprising" or "comprising" are encompassed by the element or item recited after "comprising" or "comprising" and equivalents thereof, and that other elements or items are not excluded.

The vehicle footrest assembly 1 according to some embodiments of the present description may be used in a child car or toy car. In some embodiments, the vehicle pedal assembly 1 may be used to control the forward, reverse, etc. of the vehicle. In some embodiments, the vehicle foot rest assembly 1 may also enable a vehicle to switch between a low gear and a high gear. In some embodiments, the vehicle foot rest assembly 1 may also promote safety of vehicle operation. The vehicle pedal assembly 1 related to some embodiments of the present disclosure may be applied to an adult kart, in which two vehicle pedal assemblies 1 may be disposed, and the two vehicle pedal assemblies 1 may respectively control a left wheel and a right wheel of the kart, so that the left wheel and the right wheel of the kart have different traveling directions and rotational speeds, so as to realize 360 ° rotation, drift, and the like of the kart, and may promote interest and playability of the kart. The vehicle pedal assembly 1 according to some embodiments of the present disclosure may be applied to a functional vehicle (e.g., sanitation vehicle, tourist coach, campus vehicle, etc.), where the vehicle pedal assembly 1 may control the forward and backward movement of the vehicle, and may control the acceleration and deceleration of the vehicle, so that the vehicle may be used conveniently, and the flexibility of the vehicle operation may be increased. The vehicle pedal assembly 1 according to some embodiments of the present disclosure may be applied to a rollator or a scooter, where the vehicle pedal assembly 1 may control the forward, backward, steering, etc. of a vehicle, and may control the start-stop state of the vehicle, so that the vehicle may be controlled conveniently. The vehicle pedal assembly 1 according to some embodiments of the present disclosure may be applied to a game machine or a virtual game, where the vehicle pedal assembly 1 may assist a game device in achieving multiple interactions and operations of the game, may achieve both hands and feet of the game device, and may enhance the interest of the game.

It should be understood that the application scenarios of the vehicle pedal assembly 1 of the present description are merely some examples or embodiments of the present description, and that the present description can also be applied to other similar scenarios according to these figures without the exercise of inventive effort to one of ordinary skill in the art.

Referring to fig. 1, a vehicle pedal assembly 1 includes a pedal 11, a base 12, and a controller 13. The pedal 11 can rotate relative to the base 12, so that the relative positions between the two ends of the pedal 11 and the base 12 are changed, and the controller 13 can be in different states.

In some embodiments, the controller 13 may include a first excited state, a second excited state, and an off state, and rotation of the pedal 11 may cause the controller 13 to be in different states. In some embodiments, the controller 13 is in a closed state when the pedal 11 is in an initial position relative to the base 12. The initial position may be a position of the pedal 11 relative to the base 12 when the vehicle pedal assembly 1 is not subjected to an external force. In some embodiments, the pedal 11 is parallel with respect to the base 12 when the pedal 11 is in the initial position. When the pedal 11 rotates in the first direction relative to the base 12, the controller 13 is in a first excited state; when the pedal 11 rotates in the second direction relative to the base 12, the controller 13 is in the second excited state. In some embodiments, the controller 13 is in a closed state when the pedal 11 is in an initial position relative to the base 12; when the first end of the pedal 11 approaches the base 12, the controller 13 is in a first excitation state; when the second end of the pedal 11 approaches the base 12, the controller 13 is in the second excited state.

In some embodiments, the pedal 11 may be rotatably coupled to the base 12, with the pedal 11 being rotatable in either the first direction or the second direction relative to the base 12. In some embodiments, the first direction may be opposite the second direction. In some embodiments, the first direction may be a direction in which the front end of the pedal 11 rotates from top to bottom (see e direction shown in fig. 1), and the second direction may be a direction in which the rear end of the pedal 11 rotates from top to bottom (see f direction shown in fig. 1).

The direction a shown in fig. 1 is a forward direction of the pedal 11, the direction b is a backward direction of the pedal 11, the direction c is a left direction of the pedal 11, the direction d is a right direction of the pedal 11, the first end of the pedal 11 may be a front end of the pedal 11, and the second end of the pedal 11 may be a rear end of the pedal 11.

In some embodiments, the pedal 11 is provided with a first rotational connector 111 on the left and right sides, respectively, and a second rotational connector 121 on the left and right sides of the base 12, respectively. The first rotational link 111 is engaged with the second rotational link 121 such that the first rotational link 111 can rotate in a first direction and a second direction. In some embodiments, the engagement between the first and second rotational connectors 111, 121 may be tooth-to-tooth engagement, a snap-fit between a ball and a slide rail, or other possible engagement relationship.

In some embodiments, referring to fig. 2, a middle portion of the second rotation link 121 may be provided with a rotation member 122 engaged with the first rotation link 111, the rotation member 122 being rotatable in a first direction and a second direction about a rotation axis of the rotation member 122. In some embodiments, the second rotating link 121 may not include the rotating member 122, but the middle portion of the first rotating link 111 may be provided with a rotating member engaged with the second rotating link 121, which is capable of rotating in the first and second directions about its own rotation axis.

In some embodiments, the rotating member 122 may include a rotation shaft through which rotation is achieved between the first rotating member 111 and the second rotating member 121. In some embodiments, the rotating member 122 may include a torsion spring having a first end secured to the first rotating member 111 and a second end secured to the second rotating member. In some embodiments, the swivel 122 may comprise a hinge, a first side of which is secured to the first swivel connection 111 and a second side of which is secured to the second swivel. In some embodiments, the rotary member 122 may also be in other possible configurations, without limitation. In some embodiments, the bottom of the second rotational link 121 may be provided with a groove 123 corresponding to the first rotational link 111. In some embodiments, the groove 123 may provide rotational space for the first rotational connector 111. In some embodiments, the groove 123 may limit the first rotational connection 111.

In some embodiments, at least one of the front half and the rear half of the pedal 11 is provided with a guide post 112, the base 12 is provided with a guide hole 124 corresponding to the guide post 112, and when the front half or the rear half of the pedal 11 is rotated toward the base 12, the guide post 112 is inserted into the guide hole 124 and reciprocates along the guide hole 124. In some embodiments, the guide hole 124 may have a larger diameter than the outer diameter of the guide post 112 in order to accommodate the angular displacement between the pedal 11 and the base 12. In some embodiments, the guide post 112 may be formed as an arcuate bar structure and the guide hole 124 may be an arcuate hole structure corresponding to the arcuate bar structure.

In some embodiments, the vehicle pedal assembly 1 may further include a return device that may be disposed between the pedal 11 and the base 12, the return device providing a return force to the pedal 11 that returns the pedal 11 to an initial position. In some embodiments, the return means may be fitted with guide posts 112 provided on the pedal 11. In some embodiments, the restoring force provided by the restoring device may act on the guide post 112, and through the fixed connection of the guide post 112 and the pedal 11, the restoring force may be transmitted to the pedal 11, so that the pedal 11 can be restored to the initial position. In some embodiments, the reset device may also provide information feedback to the user, thereby enabling the user to perceive the amount of pedaling force applied to the pedal 11. In some embodiments, the information feedback may be a reaction force feedback, in which the pedal 11 rotates in the first direction or the second direction when the user applies a stepping force to the pedal 11, and the return device receives a force transmitted from the pedal 11 or the guide post 112, and at the same time, generates a reaction force acting on the pedal 11 or the guide post 112, and there is a tendency to return the pedal 11 to an initial position, which can be fed back to the user through the pedal 11 when the user's foot is in a stepping state, so that the user perceives the magnitude of the reaction force. In some embodiments, the vehicle pedal assembly 1 may be applied to a vehicle, when a user steps on the pedal 11 in one direction, the resetting device feeds back resistance to the user through the pedal 11, the user can sense the relationship between the stepping force and the movement of the vehicle through the feedback resistance, for example, when the user steps on the pedal 11 in the first direction, the pedal 11 rotates in the first direction or the second direction, the larger the stepping force applied to the pedal 11 is, the larger the angle of rotation of the pedal 11 in the first direction or the second direction is, the faster the vehicle running speed can be, and when the stepping force applied to the pedal 11 is, the larger the feedback resistance fed back to the user's foot by the resetting device is, the user can sense the relationship between the stepping force and the movement of the vehicle through sensing the magnitude of the feedback resistance, so as to help the user adjust the magnitude of the stepping force at any time, thereby being capable of timely controlling the running speed of the vehicle, and helping to promote the operation feeling of the user. In some embodiments, the angle by which the pedal 11 is rotated in the first direction or the second direction may be an angle by which the pedal 11 is deflected with respect to the base 12 in the first direction or the second direction from the initial position.

In some embodiments, the return means may comprise a spring 14, the spring 14 being fitted over the guide post 112. In some embodiments, one end of the spring 14 abuts the pedal 11, and the other end of the spring 14 abuts the base 12. In some embodiments, the abutment may be a connection that is in contact with each other but not fixed. In some embodiments, one end of the spring 14 may be fixedly connected to the pedal 11 and/or the other end of the spring 14 may be fixedly connected to the base 12. In some embodiments, when the pedal 11 is acted by a pedaling force while the two ends of the spring 14 are respectively abutted against the pedal 11 and the base 12, the spring 14 is compressed and deformed when the guide post 112 sleeved with the spring 14 moves toward the guide hole 124. When the stepping force is removed, the spring 14 deforms and returns to the original position, and applies a restoring force to the pedal 11, so that the pedal 11 returns to the original position. In some embodiments, to provide a restoring force to return the pedal 11 to its original position when rotated in both the first and second directions, the first and second ends of the pedal 11 may be provided with springs 14. In some embodiments, when the two ends of the spring 14 are fixedly connected with the pedal 11 and the base 12 respectively, when the guide post 112 sleeved with the spring 14 moves towards the guide hole 124, the spring 14 is compressed to deform, when the guide post 112 sleeved with the spring 14 moves away from the guide hole 124, the spring 14 is stretched to deform, and when the guide post 112 stops moving towards the guide hole 124, the spring 14 returns to deform and applies a restoring force to the pedal 11, so that the pedal 11 returns to the initial position. In some embodiments, the first and/or second ends of the pedal 11 may be provided with a spring 14.

In some embodiments, the reset device may include a fluid damper that may include a cylinder, a piston rod, and a damping structure that provides a damping force to the piston rod for resisting movement of the piston. In some embodiments, the cylinder is fixedly coupled to the base 12 and the piston rod is fixedly coupled to the guide post 112. In some embodiments, the fluid damper may comprise a gas damper or a liquid damper. When the guide post 112 connected with the piston rod moves towards the guide hole 124, the piston rod compresses fluid in the cylinder, the damping structure provides damping force for the piston rod, and the greater the moving distance of the piston rod is, the greater the damping force of the piston rod is. When the guide post 112 stops moving toward the guide hole 124, the damping force provided by the damping structure to the piston rod is converted into a restoring force for restoring the piston rod, the piston rod transmits the restoring force to the guide post 112, and the pedal 11 receives the restoring force to return to the initial position. In some embodiments, the resetting device may also have other possible configurations, which are not limited herein.

In some embodiments, the upper surface of the pedal 11 may be provided with a texture pattern 113, the texture pattern 113 comprising grooves and/or ridges. The provision of the texturing 113 may increase friction between the foot plate 11 and the sole of the foot. In some embodiments, the texture pattern 113 may have a plurality of humps along the length of the pedal 11, and the humps may be areas with the texture pattern 113 that are integrally raised with respect to the remaining texture pattern 113 on the upper surface of the pedal 11. In some embodiments, the number of humps may be two, with the hump distribution position in the length direction corresponding to the guide post 112. In some embodiments, the length direction of the pedal 11 may be a direction extending between the front end and the rear end of the pedal 11, and two humps are respectively disposed near the front end and the rear end of the pedal 11. In some embodiments, humps may be provided across the width of the pedal 11, i.e., hump areas span the area of the pedal 11 corresponding to the location of the guide post 112 in the width direction. In some embodiments, the direction of the degree of the pedal 11 may be a direction extending between the left and right sides of the pedal 11. In some embodiments, the hump may be provided in a widthwise middle region of the pedal 11. In some embodiments, a plurality of humps may be distributed along the length direction of the pedal 11 in a position area corresponding to the guide post 112 on the pedal 11. In some embodiments, a plurality of humps may be distributed in the width direction of the pedal 11 in a position area corresponding to the guide post 112 on the pedal 11. In the use process, on one hand, as the front end and the rear end of the pedal 11 are raised and the middle part is recessed, when pressure is applied to the pedal 11, the pressure can be concentrated on the front end or the rear end of the pedal 11, so that the pedal 11 can smoothly rotate downwards, the use is safe and reliable, the situation that the middle part of the pedal 11 is stressed too much and fatigue is caused when a rotating connection structure arranged in the middle part of the pedal 11 is used for a long time can be avoided; on the other hand, the user can quickly find the force point on the pedal 11 through the position of the hump, which is convenient for the user to accurately perform the stepping control on the vehicle pedal assembly 1.

In some embodiments, the controller 13 may be one of a pressure sensor, a boat switch 134, a potentiometer 132, a hall switch 133, and a dual hall element. In some embodiments, the controller 13 may also be other possible electronic components or a combination of several electronic components.

In some embodiments, referring to fig. 2, the controller 13 may be a pressure sensor including a first pressure sensor 1311 provided at a front half of the upper surface of the base 12 and a second pressure sensor 1312 provided at a rear half of the upper surface of the base 12, the first pressure sensor 1311 being pressed when the pedal 11 rotates in a first direction, i.e., when the front end of the pedal 11 approaches the base 12, and the second pressure sensor 1312 being pressed when the pedal 11 rotates in a second direction, i.e., when the rear end of the pedal 11 approaches the base 12. In some embodiments, the front and rear halves of the base 12 may be provided with through holes, respectively, through which pressure sensors are mounted, and the upper surface of the pressure sensors may be positioned on the upper surface of the base 12 or above the upper surface of the base 12 after the pressure sensors are mounted through the through holes. In some embodiments, the lower surface of the pedal 11 is provided with two pressing structures corresponding to the positions of the first pressure sensor 1311 and the second pressure sensor 1312, and when the pedal 11 rotates in the first direction, the pressing structure located at the front end of the pedal 11 moves toward the base 12 and presses the first pressure sensor 1311; when the pedal 11 rotates in the second direction, the pressing structure located at the rear end of the pedal 11 moves toward the base 12 and presses the second pressure sensor 1312.

In some embodiments, referring to fig. 3, the controller 13 may be a potentiometer 132, and the potentiometer 132 outputs different voltage signals when the pedal 11 rotates in the first direction and the second direction. In some embodiments, potentiometer 132 can be a mechanical potentiometer. In some embodiments, the voltage output by potentiometer 132 may be related to the angle of rotation of pedal 11. In some embodiments, the rotating member 122 is fixedly connected with a first gear 1321, the potentiometer 132 includes a second gear 1322, the first gear 1321 is meshed with the second gear 1322, when the pedal 11 rotates in a first direction, the first gear 1321 rotates in the first direction, the second gear 1322 rotates in a second direction, and the potentiometer 132 outputs a first voltage; when the pedal 11 rotates in the second direction, the first gear 1321 rotates in the second direction, the second gear 1322 rotates in the first direction, and the potentiometer 132 outputs the second voltage. In some embodiments, the first voltage and the second voltage may be positive and negative. In some embodiments, the first voltage and the second voltage may be a high voltage and a low voltage. In some embodiments, the magnitude of the first voltage or the second voltage is related to the angle by which the pedal 11 rotates in the first direction or the second direction, and the greater the angle by which the pedal 11 rotates in the first direction or the second direction, the greater the absolute value of the first voltage or the second voltage, and vice versa.

In some embodiments, the ratio of the first gear 1321 to the second gear 1322 may be less than 1, i.e., the rotational speed of the first gear 1321 is less than the rotational speed of the second gear 1322 when the pedal 11 is rotated. For example, the gear ratio may be 1:1.2, 1:1.5, 1:2, or 1:3, etc. In some embodiments, the radius of the first gear 1321 is greater than the radius of the second gear 1322. For example, the ratio of the radii of the first gear 1321 to the second gear 1322 may be 3:1, 5:1, 8:1, 10:1, or the like. In some embodiments, the line connecting the centers of the first gear 1321 and the second gear 1322 may be perpendicular to the plane of the bottom surface of the base 12. In some embodiments, to conserve the interior space of the vehicle foot rest assembly 1, the first gear 1321 may be configured as a sector. In some embodiments, the angle of the sector may be set according to the space under the base 12, for example, the angle of the sector may be 30 °,40 °, 50 °, or the like.

In some embodiments, referring to fig. 4, the controller 13 may be a hall switch 133, and the hall switch 133 outputs different digital signals when the pedal 11 rotates in the first direction and the second direction. In some embodiments, the digital signal output by the hall switch 133 may be related to the angle of rotation of the pedal 11. In some embodiments, the related structure of the hall switch 133 applied to the vehicle pedal assembly 1 is similar to the related structure of the potentiometer 132 applied to the vehicle pedal assembly 1, and specific reference may be made to the related description of fig. 3, which is not repeated herein.

In some embodiments, referring to fig. 5, the controller 13 may be a boat-type switch 134. In some embodiments, the boat switch 134 includes a first trigger button 1341 disposed on a front half of the upper surface of the base 12 and a second trigger button 1342 disposed on a rear half of the upper surface of the base 12, the first trigger button 1341 being triggered when the pedal 11 is rotated in a first direction and the second trigger button 1342 being triggered when the pedal 11 is rotated in a second direction. In some embodiments, the base 12 may include a through hole for mounting the boat-shaped switch 134, and the first trigger button 1341 and the second trigger button 1342 of the boat-shaped switch 134 may extend through the through holes to the upper surface of the base 12. In some embodiments, the lower surface of the pedal 11 is provided with two trigger structures corresponding to the positions of the first trigger button 1341 and the second trigger button 1342, the trigger structure triggering the first trigger button 1341 when the pedal 11 is rotated in a first direction, and the trigger structure triggering the second trigger button 1342 when the pedal 11 is rotated in a second direction. In some embodiments, the triggering structure may always abut against the first triggering button 1341 and the second triggering button 1342, when the pedal 11 rotates, the first triggering button 1341 and the second triggering button 1342 rotate with the pedal 11 under the action of the triggering structure, and after the first triggering button 1341 or the second triggering button 1342 rotates to the triggering position, the first triggering button 1341 or the second triggering button 1342 triggers. In some embodiments, the boat switch 134 is in an off state when neither the first trigger button 1341 nor the second trigger button 1342 is rotated to the trigger position.

In some embodiments, the boat switch 134 includes a first trigger button 1341 disposed on a front half of the lower surface of the base 12 and a second trigger button 1342 disposed on a rear half of the lower surface of the base 12, where the first trigger button 1341 and the second trigger button 1342 are disposed corresponding to the guide posts 112 disposed on the front and rear sides of the pedal 11, respectively, such that when the pedal 11 rotates in a first direction, the front guide post 112 of the pedal 11 triggers the first trigger button 1341, and when the pedal 11 rotates in a second direction, the rear guide post 112 of the pedal 11 triggers the second trigger button 1342.

In some embodiments, the vehicle foot assembly 1 may not include the pedal 11 and the base 12, but rather use the boat switch 134 directly, with control of the vehicle being achieved by directly stepping on a trigger button on the boat switch 134. In some embodiments, the trigger button of the boat switch 134 may be sized the same as the size of the pedal 11 in other embodiments. In some embodiments, the user may directly press the trigger button of the boat switch 134 to switch the boat switch 134 to the control state. In use, the user's pedaling force directly acts on the trigger button of the boat-shaped switch 134, and when acting on the first trigger button 1341 of the boat-shaped switch 134, the boat-shaped switch 134 is in a first activated state; when the second trigger button 1342 is applied to the boat switch 134, the boat switch 134 is in a second excited state; when the user's stepping force brings the first trigger button 1341 and the second trigger button 1342 into an intermediate position where neither is triggered, the boat switch 134 is in an off state.

In some embodiments, referring to fig. 6, the controller 13 may be a dual hall element. In some embodiments, the dual hall element includes a first hall element 1352 and a second hall element 1353. In some embodiments, the first hall element 1352 and the second hall element 1353 generate signals via magnetic elements disposed externally thereto, respectively. In some embodiments, the first hall element 1352 is disposed on the front half of the upper surface of the base 12, the second hall element 1353 is disposed on the rear half of the upper surface of the base 12, and the first magnetic member and the second magnetic member respectively corresponding to the positions of the first hall element 1352 and the second hall element 1353 are disposed on the lower surface of the pedal 11. When the pedal 11 rotates in the first direction, the first magnetic element approaches the first hall element 1352, the second magnetic element approaches the second hall element 1353, and the controller 13 is in the first excited state when the distance between the first magnetic element and the first hall element 1352 is less than a preset threshold (e.g., 2 cm, 5 cm, etc.). When the pedal 11 rotates in the second direction, the first magnetic element is far away from the first hall element 1352, the second magnetic element is close to the second hall element 1353, and when the distance between the second magnetic element and the second hall element 1353 is smaller than a preset threshold (e.g., 2 cm, 5 cm, etc.), the controller 13 is in the second excited state.

In some embodiments, the upper surface of the base 12 is provided with a housing cavity 1351, the first hall element 1352 is disposed on the front half of the housing cavity 1351, and the second hall element 1353 is disposed on the rear half of the housing cavity 1351. In some embodiments, the first hall element 1352 outputs a third voltage when the distance between the first magnetic element and the first hall element 1352 is less than a preset threshold, and the second hall element 1353 outputs a fourth voltage when the distance between the second magnetic element and the second hall element 1353 is less than a preset threshold. In some embodiments, the third voltage and the fourth voltage may be positive and negative. In some embodiments, the third voltage and the fourth voltage may be a high-low voltage. In some embodiments, the magnitude of the third voltage or the fourth voltage is related to the angle of rotation of the pedal 11 in the first direction or the second direction, and the greater the angle of rotation of the pedal 11 in the first direction or the second direction, the greater the absolute value of the third voltage or the fourth voltage, and vice versa. When the controller is connected to the vehicle motor, the greater the absolute value of the third voltage or the fourth voltage, the faster the rotational speed of the motor. In some embodiments, when the controller is connected to the vehicle motor, the positive or negative of the third voltage or the fourth voltage may correspond to the direction of rotation of the motor, e.g., the third voltage or the fourth voltage is positive, the motor is rotating in a forward direction; the third voltage or the fourth voltage is negative, and the motor is reversed.

In some embodiments, the controller 13 may include a digital potentiometer (not shown) that is controlled by a digital signal input to generate an analog output, so that the digital potentiometer may obtain a digital signal as an input to the controller 13 to change the control state of the controller 13. The use of a digital potentiometer in the controller 13 has higher output stability than the use of a mechanical potentiometer, and the digital potentiometer is less affected by environmental factors such as temperature than the mechanical potentiometer. In some embodiments, the digital potentiometer may acquire an angle of rotation of the pedal 11 in the first direction or the second direction as a digital signal input to effect switching between the first excited state, the second excited state, and the off state of the controller 13. In some embodiments, the angle of rotation of the pedal 11 in the first direction or the second direction may be obtained by providing an angle sensor that transmits a digital signal to a digital potentiometer, thereby changing the control state of the controller 13, the controller 13 being in a first excited state when the digital potentiometer obtains a positive signal transmitted by the angle sensor, and the controller 13 being in a second excited state when the digital potentiometer obtains a negative signal transmitted by the angle sensor. In some embodiments, the digital potentiometer may also acquire a signal change of the reset device as a digital signal input, thereby changing the control state of the controller 13. In some embodiments, the reset device may be a fluid damper and the vehicle pedal assembly 1 may include a detection module that detects the hydraulic or pneumatic pressure of the fluid damper. The detection module may convert the detected hydraulic or pneumatic pressure of the fluid damper into a digital signal as an input to the digital potentiometer 132 to effect switching between its first excited state, second excited state, and off state. In some embodiments, after the digital potentiometer 132 obtains a digital signal as an input, the digital potentiometer 132 may implement output control according to the input digital signal. In some embodiments, the output control includes controlling the output of a state, the output of a voltage, and the like. In some embodiments, the detection module may also detect information of other types of reset devices and convert the information into digital signals. For example, the detection module may detect the elastic force of the spring 14.

In some embodiments, the pedal 11 may be parallel to the base 12 when in the initial position. In some embodiments, the pedal 11 may also have a first angle of inclination (e.g., 5 °,10 °, 15 °, or other possible angle values) forward or rearward relative to the base 12 when in the initial position. In some embodiments, the first tilt angle may be ergonomically configured to facilitate a better force application angle for a user stepping on the vehicle pedal assembly 1. In some embodiments, the maximum angle of rotation of the pedal 11 in the first direction may be different from the maximum angle of rotation in the second direction. In some embodiments, the pedal 11 may have a first angle of inclination rearward relative to the base 12 when in the initial position, since forward stepping by a human foot is easier to exert force than rearward stepping, with the maximum angle of rotation of the pedal 11 in a first direction being greater than the maximum angle of rotation in a second direction. In some embodiments, the maximum rotation angle of the pedal 11 in the first direction is different from the maximum rotation angle of the pedal in the second direction, but the control amounts of the controller 13 (e.g., the potentiometer 132, the hall switch 133, the double hall element, etc.) may be the same in the first direction and the second direction, so that in application, the forward stepping angle and the backward stepping angle of the pedal 11 may be set to be different in accordance with the difference in the degree of forward and backward force of the human foot. In some embodiments, considering that the human foot is stepped forward more easily than is stepped backward, it is possible to set the same control amount of the controller 13 when the human foot is stepped forward, with a larger stepping angle, and with a smaller stepping angle when the human foot is stepped backward. For example, when the controller 13 acquires the digital signal transmitted by the angle sensor to realize the switching between the first excited state, the second excited state, and the off state of the controller 13, a variable gauge may be provided, scaling the positive and negative digital signals transmitted by the angle sensor by equal ratio to the maximum rotation angle of the pedal 11 in the first direction and the second direction, so that the same control amount of the controller 13 can be realized when the rotation angle of the pedal 11 in the second direction (clockwise direction) is smaller than the rotation angle in the first direction (i.e., counterclockwise direction). For another example, when the controller 13 includes a double hall element, the ratio of converting the electromagnetic signal into the output voltage by the first hall element 1352 and the second hall element 1353 may be set differently, the ratio of converting the first hall element 1352 may be set lower, and the ratio of converting the second hall element 1353 may be set higher.

In some embodiments, the vehicle footrest assembly 1 may further include a protective cover for covering around the vehicle footrest assembly 1 to prevent environmental dust, liquids, etc. from entering the vehicle footrest assembly 1 and to slow the aging and corrosion of the vehicle footrest assembly 1. In some embodiments, the upper end of the protective cover may be connected to the pedal 11, and the lower end may be connected to the base 12, so that the protective cover surrounds the outer circumference of the vehicle pedal assembly 1, and can define the assembly between the pedal 11 and the base 12 in a closed space, thereby effectively isolating environmental dust, liquid, and other dirt. In some embodiments, the upper end of the shield may be connected to the pedal 11 and the lower end may be connected to the housing of the controller 13. In some embodiments, when the vehicle pedal assembly 1 is installed in an electric vehicle, a game device, or the like, the upper end of the shield may be connected to the pedal 11, and the lower end may be connected to the installation surface of the electric vehicle, the game device, or the like. In some embodiments, the protective cover may be made of soft material or elastic material, wherein the soft material is a material capable of freely deforming without damaging the structure itself when being stressed, the elastic material is a material capable of deforming when being stressed and recovering to the original shape after being released, and for example, the protective cover may comprise, but is not limited to, waterproof and dustproof cloth, plastic or rubber, etc.

In some embodiments, the vehicle pedal assembly 1 in some embodiments of the present specification may be applied to an electric vehicle. Referring to fig. 7, the electric vehicle 200 may include a vehicle body 201, wheels 202, a vehicle pedal assembly 1, a motor, and the like. The vehicle pedal assembly 1 includes a pedal 11, a base 12, a controller 13, and the like, and the specific structure of the vehicle pedal assembly 1 can be seen from the vehicle pedal assembly 1 shown in some of the above embodiments, and a motor is used to control rotation of the wheels 202.

In some embodiments, the vehicle pedal assembly 1 is disposed on the vehicle body 201. For example, the vehicle footrest assembly 1 may be positioned forward and downward of the seat to facilitate the pedaling of an occupant thereon. The controller 13 of the vehicle pedal assembly 1 is electrically connected with the motor, and a voltage signal or a current signal is input to the motor through the controller 13, so that the vehicle pedal assembly 1 can control the output of the motor. In some embodiments, the output of the motor may be drivingly connected to the wheel 202 through a transmission. For example, the motor and the wheel 202 are connected by a transmission such as a drive shaft, a transmission gear train, etc., so that the wheel 202 is controlled to rotate by the output torque of the motor.

The controller 13 can have different excited states according to the depression state of the pedal 11, and the excited states can control the rotation direction of the motor, and the wheel 202 rotates in the forward direction or in the reverse direction according to the rotation direction of the motor output. The rotational direction of the motor includes a forward rotation, which means a rotational direction in which the driving wheel 202 rotates forward to advance the electric vehicle 200, and a reverse rotation, which means a rotational direction in which the driving wheel 202 rotates reverse to retract the electric vehicle 200.

In some embodiments, when the pedal 11 is rotated in a first direction by a pedaling force (e.g., when the user presses the pedal 11 forward), the controller 13 is in a first excited state, and the motor is rotated in a third direction, where the third direction may refer to a forward rotation of the motor or a reverse rotation of the motor. Illustratively, when the third direction is forward rotation of the motor, the wheel 202 may be driven to rotate in a forward direction, thereby driving the electric vehicle 200 to advance; when the motor is reversed in the third direction, the wheels 202 may be driven to be reversed, and the electric vehicle 200 may be driven to be reversed.

When the pedal 11 is rotated in the second direction by the pedaling force (for example, when the user presses the pedal 11 backward), the controller 13 is in the second excited state, and at this time, the motor is rotated in the fourth direction, which is two directions different from the third direction. For example, if the third direction is the forward motor rotation direction and the fourth direction is the reverse motor rotation direction, the motor can drive the wheels 202 to rotate reversely, thereby driving the electric vehicle 200 to move backward; if the third direction is the reverse motor direction, the fourth direction is the forward motor direction, and the motor can drive the wheels 202 to rotate forward, thereby driving the electric vehicle 200 to move forward.

When the controller 13 is in the off state, the input signal to the motor from the controller 13 is interrupted, i.e. the signal connection between the controller 13 and the motor is maintained, but the controller 13 does not send a signal to the motor to cause it to rotate. In some embodiments, after the input signal from the controller 13 to the motor is interrupted, the motor stops running, the wheels 202 also stop rotating, and the electric vehicle 200 is in a parked state. In some embodiments, after the input signal from the controller 13 to the motor is interrupted, the motor may also continue to rotate under the inertial force and gradually stop. In some embodiments, after the input signal from the controller 13 to the motor is interrupted, the electric vehicle 200 may also continue to slide in the original direction under the action of the inertial force, and gradually decelerate to a parking state.

In some embodiments, a transmission may be disposed between the pedal 11 and the motor, and an angle of rotation of the pedal 11 in the first direction and/or the second direction when the pedal 11 is depressed may also be used to control transmission shifting, for example, when the angle of rotation of the pedal 11 in the first direction and/or the second direction is less than or equal to a first preset angle, the transmission is shifted to a first preset gear. In some embodiments, the first preset gear may be a speed gear. In some embodiments, the first preset gear may also be a forward gear or a reverse gear. When the angle by which the pedal 11 rotates in the first direction and/or the second direction is greater than the first preset angle, the transmission is shifted to the second preset gear. In some embodiments, the second preset gear may be a different speed gear than the first preset gear. In some embodiments, the second preset gear may also be a forward gear or a reverse gear. In this way, the gear of the electric vehicle 200 can be controlled by the pedal 11 without providing an additional gear control device (e.g., a gear switch).

In some embodiments, the transmission may be omitted between the pedal 11 and the motor, and the output rotation speed of the motor may be directly controlled by the rotation angle of the pedal 11, i.e. the output rotation speed of the motor may be determined by the angle at which the pedal 11 is rotated in the first direction and/or the second direction when being depressed. In some embodiments, the output rotation speed of the motor and the rotation angle of the pedal 11 in the first direction and/or the second direction are in a positive correlation, where the positive correlation may be a linear positive correlation or a nonlinear positive correlation between the output rotation speed of the motor and the rotation angle of the pedal 11 in the first direction and/or the second direction.

For example, when the pedal 11 rotates gradually in the first direction and/or the second direction, the rotation angle of the pedal may gradually increase from small to large, and at this time, the output rotation speed of the motor also gradually increases from small to large, and the rotation angle of the pedal 11 and the output rotation speed of the motor may have a linear relationship or a nonlinear relationship. For example, the rotation angle of the pedal 11 is equally increased, and the output rotation speed of the motor is also equally increased; for another example, the rotation angle of the pedal 11 is increased in balance, and the output rotation speed of the motor is increased in a curve or a parabola, but is not limited thereto.

The controller 13 is also used for collecting or receiving the information of the rotation angle of the pedal 11, and generating a control instruction of the output rotation speed of the motor after processing, so as to control the output rotation speed of the motor through the information of the rotation angle of the pedal 11.

In some embodiments, the controller 13 may be a pressure sensor. The pressure sensor may be disposed below the pedal 11, and in some embodiments, a pressing structure is disposed below the pedal 11, and the pressing structure presses the pressure sensor to generate a pressure signal when the pedal 11 rotates, so that the pressure sensor can detect the pressure signal when the pedal 11 rotates in the first direction and/or the second direction, and the controller 13 converts the pressure signal into an electrical signal as an input of the motor, and controls the output rotation speed of the motor. In some embodiments, the pedal 11 may rotate (e.g., rotate in the first direction or rotate in the second direction) by a certain angle before the pressing structure contacts the pressure sensor, at this time, the angle of the pedal 11 is not increased any more, but the user may continue to apply force to the pedal 11, the pressure signal sensed by the pressure sensor continues to increase, the electrical signal input by the pressure sensor to the motor increases correspondingly, and the output rotation speed of the motor increases correspondingly.

In some embodiments, the controller 13 may be a potentiometer 132. The potentiometer 132 may be provided at the pivotal connection of the pedal 11 to the base 12, the potentiometer 132 being in a zero position when the pedal 11 is in an initial position relative to the base 12. In some embodiments, the potentiometer 132 may obtain a positive output voltage that gradually increases when the pedal 11 rotates in the first direction, the controller 13 controls the forward rotation of the motor according to the positive output voltage, and the output rotation speed of the motor gradually increases with an increase in the rotation angle of the pedal 11, and the potentiometer 132 may obtain a negative output voltage that gradually increases when the pedal 11 rotates in the second direction, the controller 13 controls the motor to reverse according to the negative output voltage, and the output rotation speed of the motor gradually increases with an increase in the rotation angle of the pedal 11. The output rotation speed of the motor may be linearly and positively correlated or non-linearly and positively correlated with the output voltage of the potentiometer 132.

In some embodiments, the controller 13 may be a hall switch 133. The hall switch 133 is disposed under the pedal 11, and can detect a rotation angle of the pedal 11 by a magnetic induction effect and obtain a corresponding potential difference (i.e., a voltage signal), and the controller 13 controls an output rotation speed of the motor according to the potential difference, which may be positively correlated with the potential difference of the hall switch 133, for example, a linear positive correlation or a nonlinear positive correlation. For example, in some embodiments, when the pedal 11 rotates in the first direction, the hall element may obtain a positive potential difference that gradually increases, the controller 13 controls the forward rotation of the motor according to the positive potential difference, and the output rotation speed of the motor gradually increases, and when the pedal 11 rotates in the second direction, the hall element may obtain a negative potential difference that gradually increases, the controller 13 controls the reverse rotation of the motor according to the negative potential difference, and the output rotation speed of the motor gradually increases.

In some embodiments, the controller 13 may be a dual hall element including two hall elements, namely a first hall element 1352 and a second hall element 1353. In some embodiments, the first hall element 1352 is disposed at a front end of the base 12, the second hall element 1353 is disposed at a rear end of the base 12, and magnetic members corresponding to each hall element are disposed at the front end and the rear end of the pedal 11, respectively, and move relative to the hall elements to generate an electromagnetic signal. When the pedal 11 rotates in the first direction or the second direction, the distance between the magnetic member and the corresponding hall element is changed, so that the two hall elements generate two different electromagnetic signals respectively, and the controller 13 determines the stepping direction and the rotation angle of the pedal 11 by processing the two electromagnetic signals, thereby transmitting an electric signal to the motor and controlling the rotation direction and the output rotation speed of the motor.

In some embodiments, the controller 13 may calibrate the electromagnetic signals of the dual hall element by:

Step one, a first electromagnetic signal and a second electromagnetic signal of two Hall elements are respectively obtained, and the first electromagnetic signal and the second electromagnetic signal are compared. In some embodiments, the first electromagnetic signal is a signal of the first hall element 1352 disposed at the front end of the base 12, the second electromagnetic signal is a signal of the second hall element 1353 disposed at the rear end of the base 12, and the controller 13 may compare the strength of the first electromagnetic signal and the second electromagnetic signal, or a difference value between the two signals.

Step two, the stepping direction of the pedal 11 is judged according to the comparison result of the first electromagnetic signal and the second electromagnetic signal. In some embodiments, the controller 13 may determine the tread direction of the pedal 11 according to the intensity of the first electromagnetic signal. In some embodiments, if the intensity of the first electromagnetic signal is greater than the intensity of the second electromagnetic signal, it may be determined that the pedal 11 is rotating in the first direction, i.e. stepping forward, and if the intensity of the first electromagnetic signal is less than the intensity of the second electromagnetic signal, it may be determined that the pedal 11 is rotating in the second direction, i.e. stepping backward.

And step three, judging the rotation angle of the pedal 11 according to the difference value of the first electromagnetic signal and the second electromagnetic signal. In some embodiments, if the absolute value of the difference between the first electromagnetic signal and the second electromagnetic signal is larger, the angle through which the pedal 11 rotates in the first direction or the second direction is larger, and if the absolute value of the difference between the first electromagnetic signal and the second electromagnetic signal is smaller, the angle through which the pedal 11 rotates in the first direction or the second direction is smaller, the value of the angle through which the pedal 11 rotates can be specifically calculated according to the magnitude of the difference, so as to transmit an electrical signal to the motor, and control the rotation direction and the output rotation speed of the motor.

In some embodiments, the rotation angle of the pedal 11 may also be determined by the hall element of the two hall elements, which has the greater signal strength. In some embodiments, an electromagnetic signal with high signal intensity is selected from the first electromagnetic signal and the second electromagnetic signal, and the value of the rotation angle of the pedal 11 is calculated according to the electromagnetic signal with high signal intensity, so that an electric signal is transmitted to the motor, and the rotation direction and the output rotation speed of the motor are controlled.

In some embodiments, the output rotation speed of the motor may not be determined by the rotation angle of the pedal 11. In some embodiments, the pedal 11 is used only to trigger the controller 13 to start, and when the pedal 11 triggers the controller 13 to start, the controller 13 can directly control the motor to rotate, so as to drive the wheels 202 to rotate. In some embodiments, parameters such as the output rotation speed of the motor may be preset in the controller 13, and the output rotation speed of the motor may be automatically set by the controller 13, for example, may be automatically set according to a vehicle condition signal acquired by an accessory such as a radar on the outer side of the vehicle body 201. In some embodiments, other control elements for controlling the output rotation speed of the motor, such as a speed gear or a control knob, may be further disposed on the electric vehicle 200, and when the pedal 11 triggers the controller 13 to be started, the user may control the output rotation speed of the motor through the control elements.

In some embodiments, the controller 13 may be a boat-type switch 134. The boat-shaped switch 134 includes trigger buttons respectively located at the front side and the rear side of the pedal 11, and the pedal 11 can trigger the trigger button of the boat-shaped switch 134 when rotated, thereby triggering the motor to start. When the boat switch 134 is in an initial position relative to the base 12, the controller 13 is in a closed state, and a transmission signal (such as an electrical signal) from the controller 13 to the motor is interrupted, or no signal is transmitted between the controller 13 and the motor; when the pedal 11 rotates in the first direction, the trigger button of the boat-shaped switch 134 located at the front side of the pedal 11 can be triggered, and at this time, the controller 13 can input an electric signal to the motor to control the motor to start in a forward rotation; when the pedal 11 rotates in the second direction, the trigger button of the boat-shaped switch 134 located at the rear side of the pedal 11 can be triggered, and the controller 13 can input an electric signal to the motor to control the motor to start in reverse rotation.

In some embodiments, the motor may have a slow start and stop control technique. In some embodiments, slow start refers to a control mode in which the motor can slowly accelerate to rotate when starting to rotate, and slow stop refers to a control mode in which the motor can slowly decelerate to rotate when stopping to rotate. In the vehicle pedal assembly 1 provided with the boat-shaped switch 134, the slow start and slow stop control of the motor can be combined, so that the phenomenon that the electric vehicle 200 is suddenly started or suddenly braked after the boat-shaped switch 134 is triggered is avoided, and the riding comfort of passengers is improved.

In some embodiments, the number of vehicle pedal assemblies 1 may be set according to the model of a particular electric vehicle 200 and its functions. In some embodiments, the vehicle pedal assembly 1 includes a first vehicle pedal assembly and a second vehicle pedal assembly, the motors including a first motor that controls one side wheel 202 of the electric vehicle 200 and a second motor that controls the other side wheel 202 of the electric vehicle 200. In some embodiments, the first vehicle pedal assembly controls the output of the first motor and the second vehicle pedal assembly controls the output of the second motor. In some embodiments, one side wheel 202 and the other side wheel 202 of the electric vehicle 200 may refer to the left side wheel 202 and the right side wheel 202 of the electric vehicle 200, respectively. In some embodiments, one side wheel 202 and the other side wheel 202 of the electric vehicle 200 may also refer to the front side wheel 202 and the rear side wheel 202 of the electric vehicle 200, respectively. The electric vehicle 200 comprises two vehicle pedal assemblies 1, which can respectively and independently control the wheels 202 at two sides, so that the wheels 202 at two sides have different rotation speeds and/or rotation directions, and the electric vehicle 200 can have more running actions. For example, by controlling the left wheel 202 and the right wheel 202 separately, the movement of the electric vehicle 200 such as drifting and turning in place can be realized, and the flexibility of the electric vehicle 200 can be increased. For another example, the front wheels 202 and the rear wheels 202 are controlled separately, so that the actions of in-situ power accumulation, tail tilting and the like of the electric vehicle 200 can be realized, and the control interestingness of the electric vehicle 200 can be increased. In some embodiments, each vehicle pedal assembly 1 may individually control one of the side wheels 202 of the electric vehicle 200. In some embodiments, each vehicle pedal assembly 1 may individually control all of one side wheels 202 of electric vehicle 200, as the application is not limited in this regard.

In some embodiments, the controller 13 may include an auto-calibration function for temporally calibrating the trigger signals of the two vehicle pedal assemblies to the synchronization signal, because it is difficult for both feet of the user to start pedaling the two vehicle pedal assemblies at the same time when the user pedaling the two vehicle pedal assemblies. In some embodiments, the controller 13 may acquire the trigger signal of the second vehicle pedal assembly after acquiring the trigger signal of the first vehicle pedal assembly (e.g., at an interval of 2 seconds), and the controller 13 may not transmit the control signal to the first motor after acquiring the first vehicle pedal assembly, but after acquiring the trigger signal of the second vehicle pedal assembly, the controller 13 may simultaneously transmit the control signal to the first motor and the second motor, respectively, so as to realize synchronous control of the first motor and the second motor.

In some embodiments, at an initial start-up of the electric vehicle 200, when the controller 13 obtains a rotation signal of the pedal 11 of one of the first and second vehicle pedal assemblies, the controller 13 may simultaneously control the wheels 202 on both sides of the electric vehicle 200 to rotate through the rotation signal. In some embodiments, when the controller 13 obtains the rotational signals of the pedals 11 of the first and second vehicle pedal assemblies, the controller 13 may control the wheels 202 on both sides of the electric vehicle 200 using the rotational signals of the first and second vehicle pedal assemblies, respectively. By the mode, a user can familiarize one foot with the operation of the electric vehicle 200 when driving the electric vehicle 200, and then the double-foot control is triggered to increase the operation feeling, so that the user experience is improved.

In some embodiments, the electric vehicle 200 may be a kart. Kart is commonly used in amusement or arenas, and therefore there is a high demand for fun and tricks from kart. The kart is provided with the first vehicle pedal assembly and the second vehicle pedal assembly to respectively control the wheels 202 at two sides, and through adjusting the rotation speed and the rotation direction of the wheels 202 at two sides, special effects such as drifting, tail tilting and the like can be realized, so that the interestingness of the kart is increased. For example, a first vehicle step assembly may control the left wheel 202 of the kart and a second vehicle step assembly may control the right wheel 202 of the kart, and by adjusting the rotational speed and rotational direction of the left wheel 202 and the right wheel 202, the actions of kart drift, in-situ turning, etc. may be achieved. For another example, the first vehicle pedal assembly may control the front side wheel 202 of the kart, the second vehicle pedal assembly may control the rear side wheel 202 of the kart, and by adjusting the rotational speeds of the left side wheel 202 and the right side wheel 202, the actions of in-situ force accumulation, tailing, etc. of the kart may be achieved.

In some embodiments, the electric vehicle 200 may be an sanitation vehicle. The driving environment of the sanitation truck is usually more barriers, for example, pedestrians or vehicles need to be avoided in time, so that the requirement on the driving flexibility is high. The first vehicle pedal assembly and the second vehicle pedal assembly are arranged to respectively control the wheels 202 on the two sides of the sanitation vehicle, so that the sanitation vehicle can realize actions such as curve track running or in-situ turning back, and the flexibility of sanitation vehicle control is improved.

In some embodiments, the electric vehicle 200 may be a toy vehicle. The user group of the toy car mainly aims at children and has high interest requirement. The first vehicle pedal assembly and the second vehicle pedal assembly are arranged on the toy vehicle, and the wheels 202 on the two sides of the toy vehicle are respectively controlled, so that the toy vehicle can flexibly shuttle in a small place, and the actions such as S bending and the like can be realized, and the play performance of the toy vehicle is improved.

In some embodiments, the electric vehicle 200 may be a scooter. The types of vehicles are generally small, and are usually driven on non-motor lanes, and pedestrians or obstacles need to be avoided, so that the requirements for flexibility are high. The first vehicle pedal assembly and the second vehicle pedal assembly are arranged on the scooter to respectively control the wheels 202 on the two sides of the scooter, so that the actions such as avoiding, turning and the like can be realized more flexibly, and the flexibility and the safety of the scooter can be improved.

In some embodiments, the electric vehicle 200 may also be provided with only one vehicle step assembly 1, and the vehicle step assembly 1 is capable of controlling the electric vehicle 200 to travel and park back and forth. In some embodiments, in order to enable other operations such as turning of the electric vehicle 200, steering wheels, suspension systems, etc. may also be provided to steer the electric vehicle 200. In some embodiments, if the electric vehicle 200 includes a first vehicle pedal assembly and a second vehicle pedal assembly, the two vehicle pedal assemblies 1 individually control the wheels 202 on both sides, and by adjusting the rotation direction and rotation speed of the wheels 202 on both sides, various actions such as turning of the electric vehicle 200 can be achieved, and the electric vehicle 200 can be free from a steering wheel, a suspension system, and the like, so as to save the cost and weight of the electric vehicle 200.

In some embodiments, the electric vehicle 200 may include a braking device for performing a braking operation of the electric vehicle 200, and in some embodiments, braking may refer to an action capable of stopping or slowing down the running electric vehicle 200. In some embodiments, a braking device may be provided on the wheel 202 to effect braking of the vehicle by braking rotation of the wheel 202. In some embodiments, a braking device may also be provided on the motor, braking of the vehicle being achieved by braking the rotation of the motor. In some embodiments, the electric vehicle 200 may include a brake controller electrically connected to the brake device for controlling the brake device of the electric vehicle 200.

In some embodiments, the upper surface of the pedal 11 is provided with a sensor for detecting whether the user has stepped on the pedal 11. In some embodiments, the brake controller may receive a detection signal transmitted from the sensor and control the brake device to perform a braking operation or release the braking operation according to the detection signal. In some embodiments, the brake controller may control the brake device to brake the electric vehicle 200 when the sensor detects that the user has not depressed the pedal 11. In some embodiments, when the sensor detects that the user steps on the pedal 11, an instruction for starting the controller 13 may also be sent, so that the controller 13 can timely detect information that the pedal 11 rotates in the first direction or the second direction. The sensor may be any sensor capable of sensing an object on the upper surface of the pedal 11, such as a pressure sensitive sensor, a photoelectric sensor, or the like, but is not limited thereto.

In some embodiments, the brake controller may be disposed below the vehicle pedal assembly 1, and the vehicle pedal assembly 1 may be movable relative to the brake controller. In some embodiments, the brake controller includes a braking state that controls the brake device to perform a braking operation and a non-braking state that controls the brake device to release the braking operation. In some embodiments, the brake controller may be switched between a braking state and a non-braking state by varying the distance between the vehicle foot pedal assembly 1 and the brake controller. In some embodiments, the distance between the vehicle foot assembly 1 and the brake controller may be the distance between the lower surface of the base 12 of the vehicle foot assembly 1 and the upper surface of the brake controller. In some embodiments, the brake controller is in a non-braking state when the distance between the vehicle foot assembly 1 and the brake controller in the non-depressed state is an initial distance; when the distance between the vehicle pedal assembly 1 and the brake controller is smaller than a first preset distance, the brake controller is in a braking state; wherein the first preset distance is smaller than the initial distance. The initial distance may be a distance between a lower surface of the vehicle pedal assembly 1 and a triggering surface of the brake controller in an unpressed state of the vehicle pedal assembly 1. In some embodiments, the controller 13 may be located at the lowest position in the vehicle pedal assembly 1, and the lower surface of the controller 13 is the lower surface of the vehicle pedal assembly 1. In some embodiments, in the vehicle pedal assembly 1, the base 12 may be located at the lowest position, and the lower surface of the base 12 is the lower surface of the vehicle pedal assembly 1. In some embodiments, the trigger surface of the brake controller may be an upper surface of a housing of the brake controller. In some embodiments, where the brake controller includes a trigger element, the trigger surface of the brake controller may be the upper surface of the trigger element on the controller 13. In some embodiments, the distance between the vehicle foot rest assembly 1 and the brake controller gradually decreases after the vehicle foot rest assembly 1 is depressed and moved downward as a whole, and when the distance decreases to less than a first preset distance, the brake controller can be triggered to be in a braking state.

In some embodiments, when operating the electric vehicle 200, the user steps on the pedal 11 in the first direction or the second direction can control the speed and the running direction of the electric vehicle 200, for example, forward stepping on the pedal 11 to control the electric vehicle 200 to advance, or backward stepping on the pedal 11 to control the electric vehicle 200 to retreat; when the user steps on the pedal 11 with a force from the middle of the pedal 11 to lower the vehicle pedal assembly 1 as a whole, the braking of the electric vehicle 200 can be controlled. Since the points of force of the pedals are different when the electric vehicle 200 is controlled to travel and brake, it is possible to prevent a user from erroneously triggering the brake device during the operation of the vehicle; and further set up the first distance of predetermineeing, the user steps on the whole decline of vehicle pedal subassembly 1 to a certain degree and just can control electric motor car 200 braking promptly, can prevent that the user from leading to the tiny decline of vehicle pedal subassembly 1 to bring the erroneous judgement in the in-process of stepping forward or stepping backward to improve the accuracy of electric motor car 200 control.

In some embodiments, a distance meter may be provided between the brake controller and the vehicle foot assembly 1 for detecting distance information between the vehicle foot assembly 1 and the brake controller, such that the brake controller switches between a braking state and a non-braking state according to the distance information.

In some embodiments, the brake controller may also include a hall element, potentiometer, pressure switch, or the like, which may generate a corresponding brake control signal to switch the brake controller between the braking state and the non-braking state when the vehicle foot assembly 1 is moved relative to the brake controller. In some embodiments, a pressure switch is provided in the brake controller, and when the vehicle foot pedal assembly 1 moves towards the brake controller and contacts the pressure switch, the pressure switch generates a pressure signal, which is a brake control signal. For example, the brake controller is in a braking state when the pressure signal is greater than a first preset threshold (e.g., 50 newtons, 100 newtons, etc.). In some embodiments, a hall element is disposed in the brake controller, and a magnetic member is disposed on the lower surface of the vehicle pedal assembly 1, and when the vehicle pedal assembly 1 moves toward the brake controller, the hall element can generate an electrical signal that gradually changes due to an electromagnetic induction effect, that is, a brake control signal. For example, the brake controller is in a braking state when the electrical signal is greater than a second preset threshold (e.g., 1 volt, 5 volts, etc.). In some embodiments, a potentiometer is provided in the brake controller, and when the vehicle foot assembly 1 moves towards the brake controller, the potentiometer may generate a gradually changing electrical signal, i.e., a brake control signal. For example, when the electrical signal is greater than a preset threshold (e.g., 1 volt, 5 volts, etc.), the brake controller is in a braking state, i.e., the electric vehicle 200 is stopped or decelerated.

In some embodiments, when the vehicle foot rest assembly 1 meets the first preset condition, the vehicle foot rest assembly 1 is able to move towards the brake controller, causing the brake controller to transition from the non-braking state to the braking state.

In some embodiments, the first preset condition may be a preset pressure value. For example, when the pressure value of the stepping force received by the vehicle pedal assembly 1 is greater than the preset pressure value, it is possible to move toward the brake controller.

In some embodiments, the first preset condition may be a pedal 11 specified action. For example, the specified action may be that the pedal 11 completes the first-direction reciprocating rotation and the second-direction reciprocating rotation within a preset time, and after the specified action is completed, the vehicle pedal assembly 1 can move toward the brake controller; more specifically, the first preset condition is that the pedal 11 completes one forward reciprocating stepping action within 1 second, and then completes one backward reciprocating stepping action, at which time, the presser foot pedal assembly is moved toward the brake controller by further stepping. For another example, the vehicle pedal assembly 1 may be rotated clockwise or counterclockwise in the horizontal direction, the designated action may be that the vehicle pedal assembly 1 as a whole is rotated clockwise or counterclockwise in the horizontal direction by a preset angle (e.g., 30 °, 40 °, etc.), and the vehicle pedal assembly 1 can be moved toward the brake controller after the designated action is completed. The vehicle pedal assembly 1 can move toward the brake controller after the first preset condition is satisfied, and can prevent the user from accidentally triggering the braking state when the control pedal 11 rotates in the first direction and rotates in the second direction.

In some embodiments, the first preset condition may be a trigger signal. In some embodiments, the trigger signal may be entered manually by a user or by voice. For example, a lock mechanism may be provided between the vehicle pedal assembly 1 and the brake controller, and an operation button for controlling unlocking or locking of the lock mechanism may be provided on the console of the electric vehicle 200, and whether the vehicle pedal assembly 1 is movable toward the brake controller is controlled by cooperation of the operation button and the lock mechanism. In some embodiments, the operating button is in an initial state, where the locking mechanism is in a locked state, and the vehicle foot assembly 1 cannot move toward the brake controller, and where the initial state of the operating button may be an unstressed natural state. In some embodiments, the operation button may generate a trigger signal that triggers the locking mechanism to unlock after being manually pressed, and the locking mechanism is switched to the unlocked state, at which time the vehicle pedal assembly 1 satisfies a first preset condition, and the vehicle pedal assembly 1 is able to move toward the brake controller.

In some embodiments, the operating state of the brake controller may also be determined by a sensor provided above the pedal 11, for example, the brake controller is switched to a braking state when the sensor detects that the user does not pedal the pedal 11, and the brake controller is switched to a non-braking state when the sensor detects that the user pedal the pedal 11.

In some embodiments, the brake controller may be connected to an intelligent driving system of the electric vehicle 200, and when the intelligent driving system detects that an obstacle exists in the driving direction of the electric vehicle 200, the intelligent driving system sends a command to the brake controller, so that the brake controller may be switched to a braking state, thereby controlling the braking device to brake the electric vehicle 200.

In some embodiments, the electric vehicle 200 may include a vehicle body 201, wheels 202, a vehicle foot pedal assembly 1, and a motor, among others. The vehicle pedal assembly 1 includes a pedal 11, a base 12, a controller 13, and the like, and the specific structure of the vehicle pedal assembly 1 can be seen from the vehicle pedal assembly 1 shown in some of the above embodiments, and a motor is used to control rotation of the wheels 202.

In some embodiments, electric vehicle 200 includes a low speed mode and a high speed mode; when the electric vehicle 200 is in the low-speed mode, the maximum vehicle speed of the electric vehicle 200 is less than or equal to the first preset vehicle speed, and the electric vehicle 200 runs at a safer speed at the moment; when the electric vehicle 200 is in the high speed mode, the maximum vehicle speed of the electric vehicle 200 is greater than the first preset vehicle speed. The safety of the electric vehicle 200 in the low-speed mode is higher than that in the high-speed mode, for example, when the electric vehicle 200 encounters the same obstacle, the braking distance of the electric vehicle 200 running in the low-speed mode is shorter, the electric vehicle 200 running in the high-speed mode is less prone to collision relative to the electric vehicle 200 running in the high-speed mode, for example, when the electric vehicle 200 is subjected to the same collision, the electric vehicle 200 running in the low-speed mode is smaller in collision force and less in damage than the electric vehicle 200 running in the high-speed mode.

In some embodiments, the maximum vehicle speed of the electric vehicle 200 in the high speed mode is less than or equal to a second preset vehicle speed and greater than the first preset vehicle speed, wherein the second preset vehicle speed is greater than the first preset vehicle speed. In some embodiments, the second preset vehicle speed may be a multiple of the first preset vehicle speed, such as 1.5 times, 2 times, etc., without limitation.

In some embodiments, when the electric vehicle 200 is in the high speed mode, the manner in which the vehicle pedal assembly 1 is controlled may be adjusted accordingly. In some embodiments, the brake controller in the high speed mode is more sensitive or the vehicle foot assembly 1 is more easily moved toward the brake controller. According to the speed mode of the electric vehicle 200, the corresponding control scheme is adjusted, so that the driving safety in the high-speed mode can be ensured.

In some embodiments, the control of the motor by the vehicle foot rest assembly 1 may be different when the electric vehicle 200 is in the high speed mode or the low speed mode. In some embodiments, for example, the electric vehicle 200 includes a first vehicle pedal assembly and a second vehicle pedal assembly, both vehicle pedal assemblies 1 can control the wheels 202 on both sides of the electric vehicle 200, respectively, when the electric vehicle 200 is in the low speed mode; when the electric vehicle 200 is in the high speed mode, only one of the vehicle step assemblies 1 of the two vehicle step assemblies 1 is kept in normal operation, and the function of the other vehicle step assembly 1 is restricted, and at this time, the normally operating vehicle step assembly 1 can control only the front wheel drive of the electric vehicle 200 or only the rear wheel drive of the electric vehicle 200. In some embodiments, when the electric vehicle 200 is in the high-speed mode, one of the two vehicle pedal assemblies 1 can control all the wheels 202 of the electric vehicle 200 at the same time, at least part of the functions of the other vehicle pedal assembly 1 are limited, the non-uniform rotation speed of the wheels 202 caused by the two vehicle pedal assemblies 1 is avoided, and the safety of the electric vehicle 200 in the high-speed mode is improved. For example, in a high speed mode, one of the vehicle foot assemblies 1 may control all of the wheels 202 of the electric vehicle 200 and the other vehicle foot assembly 1 may only control the braking device to brake the vehicle. For another example, in the high speed mode, one of the vehicle step assemblies 1 may control all of the wheels 202 of the electric vehicle 200, and the other vehicle step assembly 1 is locked and cannot perform any operation.

In some embodiments, the low speed mode and the high speed mode of the electric vehicle 200 are different in terms of control in addition to speed, for example, when the electric vehicle 200 is in the low speed mode, the output rotation speed of the motor corresponds to an angle by which the pedal 11 rotates in the first direction and/or the second direction, which is different from when the electric vehicle 200 is in the high speed mode.

In some embodiments, the pedal 11 may have a smaller increase in rotational speed in the high speed mode than in the low speed mode when rotated by the same angle in the first direction or the second direction. In some embodiments, in the high speed mode, the output rotation speed of the motor is set to a constant value, and the rotation angle of the pedal 11 in the first direction or the second direction does not affect the output rotation speed of the motor, so that the electric vehicle 200 is prevented from further accelerating. In this way, if the electric vehicle 200 has two sets of vehicle pedal assemblies 1, the difference in rotation speed of the wheels 202 on both sides thereof can be reduced, dangerous actions such as high-speed sharp turns can be avoided, and the safety of the electric vehicle 200 can be improved.

In some embodiments, a high speed mode may be determined based on flow 800. In some embodiments, and as illustrated in fig. 8, a process 800 includes the steps of:

Step 810, obtaining driving data of a user in a preset driving time.

The driving data refers to operation data and travel data generated when the user drives the electric vehicle 200. In some embodiments, the driving data of the user for the preset driving time may be driving data generated in the low speed mode. In some embodiments, the driving data may include, but is not limited to, data information such as rotation data of the pedal 11, pedal force data received by the pedal 11, travel distance, travel duration, travel speed, number of braking, start position or end position of the electric vehicle 200, and the like. In some embodiments, the electric vehicle 200 may include a processing device. In some embodiments, the processing device may obtain driving data generated by a user during operation of the electric vehicle 200 from other structures or devices of the electric vehicle 200 (e.g., controllers, sensors, motors, etc.).

The preset driving time may be a preset time when the electric vehicle 200 is in a driving state. In some embodiments, the preset driving time may be 20 to 100 hours. For example, the preset driving time may be 40 hours, 50 hours, 60 hours, or the like. By setting the preset driving time, the driving data of the user within a period of time is obtained, so that the full degree of the data can be ensured, and the result of the subsequent processing process is more accurate and reliable.

Step 820, determining the driving parameters of the high-speed mode based on a preset algorithm.

The driving parameter may be a parameter related to the travel of the electric vehicle 200 during the driving of the electric vehicle 200 by the user. In some embodiments, the driving parameters may include, but are not limited to, maximum vehicle speed, correspondence between the output rotational speeds of the vehicle foot pedal assembly 1 and the motor, braking mode, or brake activation force. In some embodiments, the driving parameters of the high speed mode may be determined based on the driving data of the user in the low speed mode. In some embodiments, the maximum vehicle speed in the high-speed mode may be determined by rotation data of the pedal 11 (e.g., an angle at which the pedal 11 rotates, etc.) in the low-speed mode, for example, an angle range by which the user steps on the pedal 11 for a preset driving time is 0 ° to 40 °, and the maximum vehicle speed in the high-speed mode may be determined as a corresponding vehicle speed in a range of 30 ° to 40 ° by which the user steps on the pedal 11.

In some embodiments, the maximum vehicle speed in the high speed mode may be determined by the travel, the travel duration, and the travel speed of the electric vehicle 200 in the low speed mode, the travel duration and the travel speed used by different users in the same travel may be different, and the maximum vehicle speed determined by the electric vehicle 200 may be smaller than the maximum vehicle speed of the user who uses the travel duration in the same travel.

In some embodiments, the pedaling habits between different users are determined based on the rotation data of the user pedaling the pedal 11 and the data of the pedaling force received by the pedal 11. In some embodiments, the pedaling habits may correspond to different values that are used to measure the manner in which the user applies force when pedaling pedal 11, the greater the value the greater the force that the user needs to apply when pedaling pedal 11. In some embodiments, the rotation data of the pedal 11 and the data of the stepping force applied to the pedal 11 during the preset driving time are obtained, the value corresponding to the stepping habit of the user can be obtained through calculation of a preset algorithm, and the controller 13 adjusts the output rotation speed of the motor according to the stepping habit of the user. For example, the pedal 11 may be rotated by a smaller angle with respect to the pedal of a man, the output rotation speed of the motor may be determined according to the user's pedaling habit, for example, the woman may use a smaller pedal 11 rotated by a smaller angle, the man may need a larger pedal, and the pedal 11 may need to be rotated by a larger angle.

In some embodiments, the braking mode or the braking trigger force may be determined by parameters such as the number of braking times, where the braking trigger force may be a force that needs to be applied to the braking device when triggering the braking of the electric vehicle 200, for example, the greater the braking trigger force, the greater the user needs to apply a greater pedaling force to trigger the braking device to brake. The higher the number of times of braking of the user in the preset driving time is, the smaller the braking trigger force required during braking can be, and the fatigue of the braking device caused by repeated high-force braking of the user is prevented. In some embodiments, the braking mode may be determined by the data of the stepping force applied to the pedal 11, for example, the user is used to step the vehicle pedal assembly 1 to the bottom when braking, and the braking mode may be such that the braking is only started when the user steps the vehicle add-on assembly to the bottom. In some embodiments, the braking means may include, but is not limited to, stepping down on the vehicle pedal assembly 1, stepping on the pedal 11 in a prescribed motion, or manual control.

In some embodiments, the processing device may determine the driving parameters of the high speed mode from the acquired driving data based on a preset algorithm. In some embodiments, the preset algorithm may be a machine learning algorithm. In some embodiments, the processing device may train a machine learning model. In some embodiments, the machine learning model may include, but is not limited to, a convolutional neural network (Convolutional Neural Network, CNN) model, a recurrent neural network (Recurrent Neural Network, RNN) model, and so on. In some embodiments, the processing device may input the acquired driving data to a trained machine learning model, which may output driving parameters for the corresponding high speed mode. In some embodiments, the processing device may input the travel, travel duration, and travel speed of the electric vehicle 200 in the low speed mode to a machine learning model, which may output a maximum vehicle speed in the high speed mode. In some embodiments, the processing device may input rotation data of the user stepping on the pedal 11 and data of the stepping force received by the pedal 11 for a preset time to the machine learning model, and the machine learning model may output parameters such as driving habits of the user or the stepping force of the pedal 11 in the high-speed mode. In some embodiments, the processing device may input parameters such as the number of braking times of the user within a preset time to the machine learning model, and the machine learning model may output a braking manner or a braking trigger force in the high speed mode.

In some embodiments, the machine learning model may be obtained through training. In some embodiments, the training input of the machine learning model may be sample driving data of the user in the low speed mode. In some embodiments, the sample driving data of the user in the low speed mode may be obtained from historical driving data of different users driving the electric vehicle 200. The historical driving data may be driving data generated by the electric vehicle 200 during the historical driving by the user. In some embodiments, the training labels of the machine learning model may be sample driving parameters. In some embodiments, the sample driving parameters may be obtained from historical driving parameters of other electric vehicles 200 having the same configuration or structure as the electric vehicle 200 driven by the user. The historical driving parameters may be driving parameters of high speed modes that have been generated in other electric vehicles 200. In some embodiments, the sample driving data is input to an initial machine learning model, and the initial machine learning model is trained by taking the sample driving parameters as training labels, so that a trained machine learning model can be obtained.

In some embodiments, the vehicle footrest assembly 1 in some embodiments of the present description may also be applied to a gaming device 300 or gaming application. In some embodiments, the gaming device 300 or gaming application may comprise a racing game, which, in combination with the vehicle footrest assembly 1, may greatly enhance the user's experience, providing the user with an immersive experience.

In some embodiments, referring to fig. 9, gaming apparatus 300 may include host 301, display device 302, and vehicle footrest assembly 1, among other things. The vehicle pedal assembly 1 includes a pedal 11, a base 12, a controller 13, and the like, and the specific structure of the vehicle pedal assembly 1 can be seen from the vehicle pedal assembly 1 shown in some of the embodiments described above. Host 301 stores a racing game program and interacts with the user through display device 302 and vehicle footrest assembly 1. In some embodiments, gaming device 300 may also include a housing for supporting a display screen, host 301, and vehicle footrest assembly 1, among other things.

In some embodiments, host 301 may receive signals generated by controller 13 in vehicle foot pedal assembly 1 and convert them into control parameters for the game. The vehicle pedal assembly 1 is electrically connected with the host 301, and is capable of inputting a rotation signal of the pedal 11 to the host 301 and feeding back to a racing game program in which a virtual vehicle performs a corresponding action according to the input signal of the pedal 11. In some embodiments, the linkage of the vehicle pedal assembly 1 and the virtual vehicle is similar to that of the electric vehicle 200, for example, the pedal 11 may rotate in a first direction to control the movement of the virtual vehicle such as forward movement, acceleration, etc., the pedal 11 may rotate in a second direction to control the movement of the virtual vehicle such as backward movement, deceleration, etc., or two vehicle pedal assemblies 1 may be provided on the game device 300 to respectively control the wheels 202 on both sides of the virtual vehicle, so as to realize the movement of turning, drifting, kicking, in-place accumulation, etc., and increase the interest of the game. In some embodiments, the control details of the vehicle pedal assembly 1 in the game apparatus 300 may refer to the control details of the electric vehicle 200 described above, and will not be described here again.

In some embodiments, gaming device 300 may be a commercial large gaming machine, display 302 being a display screen, the virtual vehicle interacting with the user through the display screen, vehicle footrest assembly 1, and the like.

In some embodiments, gaming device 300 may be a virtual reality, motion-sensing gaming machine, display device 302 being VR glasses, a virtual vehicle interacting with a user through VR glasses, vehicle footrest assembly 1, and the like.

In some embodiments, the vehicle pedal assembly 1 may be used in gaming applications as an add-on device. In some embodiments, the gaming application may be executed by a terminal device. In some embodiments, the terminal device may include, but is not limited to, a mobile phone, a tablet computer, a personal computer, a smart television, smart glasses, and the like. In some embodiments, the vehicle footrest assembly 1 may include a communication module for establishing a communication connection with the terminal device to enable a user to interact with the terminal device through the vehicle footrest assembly 1. In some embodiments, the communication module includes, but is not limited to, a wireless connection or a wired connection such as network, bluetooth, near field communication, and the like. The user may control the virtual vehicle in the game application by operating the vehicle pedal assembly 1, and the specific control manner may be referred to in the description elsewhere in this specification, which is not repeated here.

Possible benefits of embodiments of the present description include, but are not limited to: (1) The vehicle pedal assembly can be used for controlling the forward, backward and the like of the vehicle, and also can control the acceleration and deceleration of the vehicle, so that the convenience and the flexibility of the operation of the vehicle are improved; (2) In some embodiments, the vehicle pedal assembly can be applied to electric vehicles, such as kart and toy vehicles, and two vehicle pedal assemblies are arranged to realize various actions such as in-situ power accumulation, tail tilting, drifting, turning and the like, so that the running flexibility and the interestingness of the electric vehicles are improved; (3) In some embodiments, the vehicle pedal assembly is applied to electric vehicles such as sanitation vehicles, scooter and the like, and curved running, quick avoidance and the like are realized by arranging two pedal assemblies, so that the flexibility and the safety of the scooter are improved; (4) In some embodiments, the electric vehicle has a high-speed mode and a low-speed mode, and the vehicle pedal assembly has different control modes in different modes, so that the safety of the electric vehicle in the high-speed mode is improved; (5) The vehicle pedal assembly can be applied to game equipment or external equipment, communication connection is established between the vehicle pedal assembly and the game equipment or the external equipment, and a user controls and interacts with a game by controlling the vehicle pedal assembly, so that the interestingness of the game can be improved. It should be noted that, the advantages that may be generated by different embodiments may be different, and in different embodiments, the advantages that may be generated may be any one or a combination of several of the above, or any other possible advantages that may be obtained.

While the basic concepts have been described above, it will be apparent to those skilled in the art that the foregoing detailed disclosure is by way of example only and is not intended to be limiting. Although not explicitly described herein, various modifications, improvements and adaptations of the application may occur to one skilled in the art. Such modifications, improvements, and modifications are intended to be suggested within the present disclosure, and therefore, such modifications, improvements, and adaptations are intended to be within the spirit and scope of the exemplary embodiments of the present disclosure.

Meanwhile, the present application uses specific words to describe embodiments of the present application. Reference to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic is associated with at least one embodiment of the application. Thus, it should be emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various positions in this specification are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of one or more embodiments of the application may be combined as suitable.

Claims

1. An electric vehicle, comprising:

a vehicle footrest assembly including a controller; and

A motor for controlling rotation of the wheel; the controller is electrically connected with the motor, so that the vehicle pedal assembly can control the output of the motor;

Wherein the controller includes a first excited state, a second excited state, and an off state; the vehicle pedal assembly further comprises a pedal and a base, wherein the pedal is rotatably connected with the base, and can rotate along a first direction and a second direction relative to the base, and the first direction is opposite to the second direction; rotation of the pedal can cause the controller to be in different states: when the pedal is at an initial position relative to the base, the controller is in a closed state; when the pedal rotates along a first direction relative to the base, the controller is in a first excitation state; when the pedal rotates along a second direction relative to the base, the controller is in a second excitation state;

The electric vehicle comprises a low-speed mode and a high-speed mode; when the electric vehicle is in the low-speed mode, the maximum vehicle speed of the electric vehicle is smaller than or equal to a first preset vehicle speed; when the electric vehicle is in the high-speed mode, the maximum speed of the electric vehicle is greater than a first preset speed;

the high speed mode is determined based on the following method:

acquiring driving data of a user in preset driving time, wherein the driving data comprise rotation data of the user stepping on the pedal and data of stepping force applied to the pedal;

Determining driving parameters of the high-speed mode based on a preset algorithm, wherein the driving parameters comprise a maximum vehicle speed of the electric vehicle and an output rotating speed of the motor, and the determining driving parameters of the high-speed mode based on the preset algorithm comprises:

determining the treading habit among different users according to the rotation data of the treading of the pedal by the user and the data of the treading force of the pedal;

determining a numerical value corresponding to the trampling habit of the user through the preset algorithm;

And adjusting the output rotating speed of the motor based on the value corresponding to the stepping habit.

2. The electric vehicle of claim 1, characterized in that the preset algorithm comprises a machine learning algorithm, and the determining driving parameters of the high speed mode based on the preset algorithm comprises:

Inputting the driving data into a trained machine learning model;

And determining driving parameters of the high-speed mode based on the trained machine learning model.

3. The electric vehicle of claim 2, characterized in that the trained machine learning model is obtained by training in the following way:

acquiring sample driving data and sample driving parameters;

Inputting the sample driving data into an initial machine learning model, and training the initial machine learning model by taking the sample driving parameters as training labels to obtain the trained machine learning model;

wherein the sample driving data includes historical driving data of different users driving the electric vehicle in the low speed mode; the sample driving parameters include historical driving parameters of other electric vehicles having the same configuration or structure as the electric vehicle.

4. The electric vehicle according to claim 1, characterized in that an increase in the output rotation speed of the motor in the low speed mode of the electric vehicle corresponding to an angle by which the pedal is rotated in the first direction and/or the second direction is larger than an increase in the output rotation speed of the motor in the high speed mode of the electric vehicle.

5. The electric vehicle of claim 1, characterized in that the vehicle step assembly comprises a first vehicle step assembly and a second vehicle step assembly; the number of the motors is multiple, and different motors correspond to the control of the rotation speeds of different wheels;

When the electric vehicle is in the low-speed mode, the first vehicle pedal assembly and the second vehicle pedal assembly respectively control different motors;

at least a portion of the functionality of at least one of the first and second vehicle pedal assemblies is restricted when the electric vehicle is in the high speed mode.

6. The electric vehicle of claim 5, characterized in that one of the first and second vehicle pedal assemblies controls all of the motors when the electric vehicle is in the high speed mode.

7. The electric vehicle of claim 6, characterized in that the other of the first and second vehicle foot assemblies performs only a braking operation or is locked when the electric vehicle is in the high speed mode.