CN211195869U

CN211195869U - Control circuit for preventing accelerator from being stepped on by mistake

Info

Publication number: CN211195869U
Application number: CN201922158907.1U
Authority: CN
Inventors: 梁勤兴
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-12-05
Filing date: 2019-12-05
Publication date: 2020-08-07
Anticipated expiration: 2029-12-05

Abstract

The utility model provides a prevent control circuit that accelerator mistake was stepped on, relates to electrical control technical field, including power, first control circuit, second control circuit and accelerator pedal signal line, first control circuit is equipped with the switch unit, the second control circuit is equipped with the switching unit, first control circuit still includes accelerator pedal terminal inductive switch. The switch unit composed of a plurality of relays is matched with the switching unit together to switch the accelerator pedal signal line. When the terminal is stepped on to the throttle mistake, accelerator pedal terminal inductive switch is closed, triggers first control circuit work makes switch unit common port and switch unit normally open contact are closed, and then make second control circuit work, switch unit common port and switch unit normally open contact are closed, realize the disconnection accelerator pedal signal line to make accelerator pedal disconnection and engine be concerned about, avoid the engine to continue to accelerate, the theory of operation is simple, and convenient maintenance, and save the cost.

Description

Control circuit for preventing accelerator from being stepped on by mistake

Technical Field

The utility model relates to an electrical control technical field, especially a control circuit that prevents that throttle mistake from stepping on.

Background

When an automobile runs, a driver is easy to make a judgment mistake in an emergency, and when emergency braking is needed, the accelerator pedal is mistakenly used as a brake pedal, so that the accelerator pedal is stepped on completely, the automobile is accelerated to pass through, and a serious accident is caused. The control circuit who prevents that the accelerator from stepping on by mistake currently adopts integrated circuit, and when taking place the accelerator pedal mistake and stepping on, integrated circuit cuts off accelerator pedal signal line, makes accelerator pedal inefficacy, avoids upgrading the accident, nevertheless adopts integrated circuit cost expensive, and the maintenance is troublesome.

SUMMERY OF THE UTILITY MODEL

To the above-mentioned defect, the utility model aims to provide a control circuit is stepped on to low-cost and simple throttle mistake of principle.

To achieve the purpose, the utility model adopts the following technical proposal: the utility model provides a prevent that throttle mistake from stepping on control circuit, includes power, first control circuit, second control circuit and accelerator pedal signal line, wherein: the first control circuit is provided with a switch unit, the second control circuit is provided with a switching unit, and the first control circuit further comprises an accelerator pedal terminal inductive switch;

the switching unit comprises a switching unit coil, a switching unit public end, a switching unit normally closed contact and a switching unit normally open contact; the accelerator pedal terminal inductive switch one end with the power negative pole electricity is connected, accelerator pedal terminal inductive switch's the other end with switch unit coil one end electricity is connected, the other end of switch unit coil with the anodal electricity of power is connected, switch unit public end with the anodal electricity of power is connected, switch unit normally closed contact is the idle end, switch unit coil one end with the power negative pole electricity is connected, the other end of switch unit coil with switch unit normally open contact electricity is connected, switch unit normally closed contact with switch unit public end electricity is connected accelerator pedal signal line, switch unit normally open contact is the idle end.

Wherein: the first control circuit further comprises a brake pedal inductive switch, and the switch unit further comprises a first relay, a second relay and a third relay; the switching unit further comprises a fourth relay and a fifth relay; the accelerator pedal signal line comprises a first signal line and a second signal line;

the first relay comprises a first relay coil, a first relay common end, a first relay normally closed contact and a first relay normally open contact; the second relay comprises a second relay coil, a second relay common end, a second relay normally closed contact and a second relay normally open contact; the third relay comprises a third relay coil, a third relay common end, a third relay normally closed contact and a third relay normally open contact; the fourth relay comprises a fourth relay coil, a fourth relay common end, a fourth relay normally closed contact and a fourth relay normally open contact; the fifth relay comprises a fifth relay coil, a fifth relay common end, a fifth relay normally closed contact and a fifth relay normally open contact;

one end of the first relay coil is electrically connected with the negative electrode of the power supply, the other end of the first relay coil is electrically connected with one end of the second relay coil, the other end of the second relay coil is electrically connected with the normally closed contact of the third relay, the common end of the third relay is electrically connected with the positive electrode of the power supply, one end of the third relay coil is electrically connected with the negative electrode of the power supply, the other end of the third relay coil is electrically connected with one end of the brake pedal induction switch, the other end of the brake pedal induction switch is electrically connected with the positive electrode of the power supply, one end of the accelerator pedal terminal induction switch is electrically connected with the negative electrode end of the second relay coil, and the other end of the accelerator pedal terminal induction switch is electrically connected with the negative electrode of the power supply; the common end of the second relay is electrically connected with the positive electrode of the power supply, the normally closed contact of the second relay is an idle connection end, one end of the fourth relay coil is electrically connected with the normally open contact of the second relay, the other end of the fourth relay coil is electrically connected with the negative electrode of the power supply, one end of the fifth relay coil is electrically connected with the normally open contact of the second relay, and the other end of the fifth relay coil is electrically connected with the negative electrode of the power supply; the fourth relay normally closed contact and the fourth relay common end are electrically connected to the first signal line, the fifth relay normally closed contact and the fifth relay common end are electrically connected to the second signal line, and the first relay common end, the first relay normally closed contact first relay normally open contact, the fourth relay normally open contact and the fifth relay normally open contact are all idle connection ends.

Wherein: the voice device is characterized by further comprising a voice device, one end of the voice device is electrically connected with the normally open contact of the second relay, and the other end of the voice device is electrically connected with the negative electrode of the power supply.

The utility model has the advantages that: the switch unit composed of a plurality of relays is matched with the switching unit together to switch the accelerator pedal signal line. When the terminal is stepped on to the throttle mistake, accelerator pedal terminal inductive switch is closed, triggers first control circuit work makes switch unit common port and switch unit normally open contact are closed, and then make second control circuit work, switch unit common port and switch unit normally open contact are closed, realize the disconnection accelerator pedal signal line to make accelerator pedal disconnection and engine be concerned about, avoid the engine to continue to accelerate, the theory of operation is simple, and convenient maintenance, and save the cost.

Drawings

FIG. 1 is a control schematic of one embodiment of the present invention;

fig. 2 is a control schematic diagram of a normal driving state of the vehicle according to an embodiment of the present invention;

fig. 3 is a circuit diagram of an embodiment of the present invention;

fig. 4 is a circuit diagram of the present invention with a voice device alarm added in an embodiment.

Wherein: 1. a power source; 2. a first control circuit; 21. an accelerator pedal terminal inductive switch; 22. a brake pedal inductive switch; 3. a second control circuit; 4. an accelerator pedal signal line; 41. a first signal line; 42. A second signal line; 5. a switch unit; 51. a switching unit coil; 52. a switch unit common terminal; 53. a switch unit normally closed contact; 54. a switch unit normally open contact; 55. a first relay; 551. a first relay coil; 552. a first relay common; 553. a first relay normally closed contact; 554. a first relay normally open contact; 56. a second relay; 561. a second relay coil; 562. a second relay common; 563. a second relay normally closed contact; 564. a second relay normally open contact; 57. a third relay; 571. A third relay coil; 572. a third relay common; 573. a third relay normally closed contact; 574. A third relay normally open contact; 6. a switching unit; 61. a switching unit coil; 62. a switching unit common terminal; 63. a switching unit normally closed contact; 64. a switching unit normally open contact; 65. a fourth relay; 651. A fourth relay coil; 652. a fourth relay common; 653. a fourth relay normally closed contact; 654. A fourth relay normally open contact; 66. a fifth relay; 661. a fifth relay coil; 662. a fifth relay common; 663. a fifth relay normally closed contact; 664. a fifth relay normally open contact; 7. and a voice device.

Detailed Description

The technical solution of the present invention is further explained by the following embodiments with reference to the accompanying drawings.

A control circuit for preventing accelerator from being stepped on by mistake is shown in figure 1 and comprises a power supply 1, a first control circuit 2, a second control circuit 3 and an accelerator pedal signal wire 4. The first control circuit 2 is provided with a switch unit 5, and the switch unit is used for controlling the second control circuit 3 to be powered on or powered off. The second control circuit 3 is provided with a switching unit 6, and the switching unit 6 is used for controlling the on-off of the accelerator pedal signal line 4. The first control circuit 2 further comprises an accelerator pedal terminal inductive switch 21. When the accelerator pedal steps on the terminal, the accelerator pedal terminal inductive switch 21 is triggered to be closed.

Specifically, as shown in fig. 2, the switch unit 5 and the switching unit 6 are both a relay group, the switch unit 5 includes a switch unit coil 51, a switch unit common end 52, a switch unit normally closed contact 53 and a switch unit normally open contact 54, and the switching unit 6 includes a switching unit coil 61, a switching unit common end 62, a switching unit normally closed contact 63 and a switching unit normally open contact 64; one end of the accelerator pedal terminal inductive switch 21 is electrically connected with the negative electrode of the power supply 1, the other end of the accelerator pedal terminal inductive switch 21 is electrically connected with one end of the switch unit coil 51, the other end of the switch unit coil 51 is electrically connected with the positive electrode of the power supply 1, the common end 52 of the switch unit is electrically connected with the positive electrode of the power supply 1, the normally closed contact 53 of the switch unit is an idle end, one end of the coil 61 of the switch unit is electrically connected with the negative electrode of the power supply 1, the other end of the coil 61 of the switch unit is electrically connected with the normally open contact 54 of the switch unit, the normally closed contact 63 of the switch unit and the common end 62 of the switch unit are electrically connected with the accelerator pedal signal wire 4, and the normally.

The utility model discloses in: the accelerator pedal signal line 4 is switched by the cooperation of the switch unit 5 and the switching unit 6, which are composed of a plurality of relays. When the accelerator is stepped on the terminal by mistake, the accelerator pedal terminal inductive switch 21 is closed, and the first control circuit 2 is triggered to work, so that the switch unit common end 52 is closed with the switch unit normally open contact 54, and then the second control circuit 3 works, and the switch unit common end 62 is closed with the switch unit normally open contact 64, so that the disconnection is realized on the accelerator pedal signal line 4, thereby the accelerator pedal is disconnected with the engine, the engine is prevented from being accelerated continuously, the working principle is simple, the maintenance is convenient, and the cost is saved.

Further, as shown in fig. 3, the first control circuit 2 further includes a brake pedal sensing switch 22, and the switch unit 5 further includes a first relay 55, a second relay 56, and a third relay 57; the switching unit 6 further includes a fourth relay 65 and a fifth relay 66, and the accelerator pedal signal line 4 includes a first signal line 41 and a second signal line 42.

The first relay 55 includes a first relay coil 551, a first relay common 552, a first relay normally closed contact 553, and a first relay normally open contact 554; the second relay 56 includes a second relay coil 561, a second relay common 562, a second relay normally-closed contact 563, and a second relay normally-open contact 564; the third relay 57 includes a third relay coil 571, a third relay common terminal 572, a third relay normally closed contact 573, and a third relay normally open contact 574; the fourth relay 65 includes a fourth relay coil 651, a fourth relay common terminal 652, a fourth relay normally-closed contact 653, and a fourth relay normally-open contact 654; the fifth relay 66 includes a fifth relay coil 661, a fifth relay common terminal 662, a fifth relay normally closed contact 663, and a fifth relay normally open contact 664.

One end of the first relay coil 551 is electrically connected to the negative electrode of the power supply 1, the other end of the first relay coil 551 is electrically connected to one end of the second relay coil 561, the other end of the second relay coil 561 is electrically connected to the third relay normally-closed contact 573, the third relay common terminal 572 is electrically connected to the positive electrode of the power supply 1, one end of the third relay coil 571 is electrically connected to the negative electrode of the power supply 1, the other end of the third relay coil 571 is electrically connected to one end of the brake pedal induction switch 22, the other end of the brake pedal induction switch 22 is electrically connected with the positive electrode of the power supply 1, one end of the accelerator pedal terminal induction switch 21 is electrically connected with the negative electrode end of the second relay coil 561, the other end of the accelerator pedal terminal inductive switch 21 is electrically connected with the negative electrode of the power supply 1; the second relay common end 562 is electrically connected with the positive electrode of the power supply 1, the second relay normally-closed contact 563 is an idle connection end, one end of the fourth relay coil 651 is electrically connected with the second relay normally-open contact 564, the other end of the fourth relay coil 651 is electrically connected with the negative electrode of the power supply 1, one end of the fifth relay coil 661 is electrically connected with the second relay normally-open contact 564, and the other end of the fifth relay coil 661 is electrically connected with the negative electrode of the power supply 1; the fourth relay normally-closed contact 653 and the fourth relay common terminal 652 are electrically connected to the first signal line 41, the fifth relay normally-closed contact 663 and the fifth relay common terminal 662 are electrically connected to the second signal line 42, and the first relay common terminal 552, the first relay normally-closed contact 553, the first relay normally-open contact 554, the fourth relay normally-open contact 654 and the fifth relay normally-open contact 664 are all dead ends.

Specifically, as shown in fig. 2 and fig. 3, during normal driving, the first control circuit 2 is in an energized state, but since the first relay coil 551 and the second relay coil 561 are connected in series, the first relay coil 551 performs a voltage division function, so that the attraction force of the second relay 56 is insufficient, the second relay common end 562 cannot be attracted to the second relay normally-open contact 564, and therefore the second control circuit 3 is in a de-energized state. When an accelerator pedal is mistakenly stepped on a terminal, the accelerator pedal terminal inductive switch 21 is closed, the first relay coil 551 is short-circuited, the current of the second relay coil 561 is increased, and the second relay common end 562 and the second relay normally-open contact 564 are closed, so that the second control circuit 3 is electrified; after the fourth relay 65 is powered on, the fourth relay common terminal 652 and the fourth relay normally-open contact 653 are closed, so that the first signal line 41 is cut off, and after the fifth relay 66 is powered on, the fifth relay common terminal 662 and the fifth relay normally-open contact 664 are closed, so that the second signal line 42 is cut off; after the first signal line 41 and the second signal line 42 are disconnected, the accelerator pedal fails, so that the accelerator pedal is disconnected from being associated with the engine, and the engine is prevented from accelerating continuously.

When the accelerator pedal is released, the accelerator pedal terminal inductive switch 21 is switched off, the first relay coil 551 recovers work, the second relay coil 561 is not powered off, the second relay common end 562 is still closed with the second relay normally-open contact 564, the first signal wire 41 and the second signal wire 42 are still switched off, and the accelerator pedal still fails.

Depressing the brake pedal to close the brake pedal sensing switch 22, energizing the third relay 57, and closing the third relay common terminal 572 and the third relay normally open contact 574, thereby disconnecting the first control circuit 2; after the second relay 56 is powered off, the second relay common terminal 562 and the second relay normally-closed contact 563 are closed, so that the second control circuit 3 is cut off, and the fourth relay 65 and the fifth relay 66 are reset, that is, the fourth relay common terminal 652 and the fourth relay normally-closed contact 653 are closed, and the fifth relay common terminal 662 and the fifth relay normally-closed contact 663 are closed, so that the first signal line 41 and the second signal line 42 are restored to work.

Further, as shown in fig. 4, the device further comprises a voice device 7, one end of the voice device 7 is electrically connected with the second relay normally open contact 564, and the other end of the voice device 7 is electrically connected with the negative electrode of the power supply 1. Specifically, the second relay common terminal 562 and the second relay normally-open contact 564 are closed, and the voice device 7 is activated and prompts the driver to: the accelerator pedal is stepped on by mistake, and the brake pedal is only slightly stepped according to road conditions to recover the operation of the accelerator pedal. And the voice device 7 is used for alarming the driver and reminding the driver to loosen an accelerator pedal and pedal a brake pedal to brake.

The technical principle of the present invention is described above with reference to specific embodiments. The description is made for the purpose of illustrating the principles of the invention and should not be construed in any way as limiting the scope of the invention. Based on the explanations herein, those skilled in the art will be able to conceive of other embodiments of the present invention without any inventive effort, which would fall within the scope of the present invention.

Claims

1. The utility model provides a prevent that throttle mistake from stepping on control circuit, includes power (1), first control circuit (2), second control circuit (3) and accelerator pedal signal line (4), its characterized in that: the first control circuit (2) is provided with a switch unit (5), the second control circuit (3) is provided with a switching unit (6), and the first control circuit (2) further comprises an accelerator pedal terminal inductive switch (21);

the switching unit (5) and the switching unit (6) are both relay groups, the switching unit (5) comprises a switching unit coil (51), a switching unit common end (52), a switching unit normally closed contact (53) and a switching unit normally open contact (54), and the switching unit (6) comprises a switching unit coil (61), a switching unit common end (62), a switching unit normally closed contact (63) and a switching unit normally open contact (64); one end of the accelerator pedal terminal inductive switch (21) is electrically connected with the negative electrode of the power supply (1), the other end of the accelerator pedal terminal inductive switch (21) is electrically connected with one end of the switch unit coil (51), the other end of the switch unit coil (51) is electrically connected with the anode of the power supply (1), the common end (52) of the switch unit is electrically connected with the positive electrode of the power supply (1), the normally closed contact (53) of the switch unit is an empty connecting end, one end of the switching unit coil (61) is electrically connected with the negative electrode of the power supply (1), the other end of the switching unit coil (61) is electrically connected with the normally open contact (54) of the switch unit, the switching unit normally closed contact (63) and the switching unit common end (62) are electrically connected to the accelerator pedal signal line (4), and the switching unit normally open contact (64) is an idle connection end.

2. The control circuit for preventing the accelerator from being stepped on by mistake as claimed in claim 1, wherein: the first control circuit (2) further comprises a brake pedal inductive switch (22), and the switch unit (5) further comprises a first relay (55), a second relay (56) and a third relay (57); the switching unit (6) further comprises a fourth relay (65) and a fifth relay (66), and the accelerator pedal signal line (4) comprises a first signal line (41) and a second signal line (42);

the first relay (55) comprises a first relay coil (551), a first relay common (552), a first relay normally closed contact (553), and a first relay normally open contact (554); the second relay (56) comprises a second relay coil (561), a second relay common terminal (562), a second relay normally closed contact (563), and a second relay normally open contact (564); the third relay (57) comprises a third relay coil (571), a third relay common terminal (572), a third relay normally closed contact (573) and a third relay normally open contact (574); the fourth relay (65) comprises a fourth relay coil (651), a fourth relay common terminal (652), a fourth relay normally closed contact (653) and a fourth relay normally open contact (654); the fifth relay (66) comprises a fifth relay coil (661), a fifth relay common terminal (662), a fifth relay normally closed contact (663) and a fifth relay normally open contact (664);

one end of the first relay coil (551) is electrically connected with the negative electrode of the power supply (1), the other end of the first relay coil (551) is electrically connected with one end of the second relay coil (561), the other end of the second relay coil (561) is electrically connected with the third relay normally-closed contact (573), the common end (572) of the third relay is electrically connected with the positive electrode of the power supply (1), one end of the third relay coil (571) is electrically connected with the negative electrode of the power supply (1), the other end of the third relay coil (571) is electrically connected with one end of the brake pedal induction switch (22), the other end of the brake pedal induction switch (22) is electrically connected with the positive electrode of the power supply (1), one end of the accelerator pedal terminal induction switch (21) is electrically connected with the negative electrode of the second relay coil (561), the other end of the accelerator pedal terminal inductive switch (21) is electrically connected with the negative electrode of the power supply (1); the second relay common end (562) is electrically connected with the positive electrode of the power supply (1), the second relay normally-closed contact (563) is an idle connection end, one end of the fourth relay coil (651) is electrically connected with the second relay normally-open contact (564), the other end of the fourth relay coil (651) is electrically connected with the negative electrode of the power supply (1), one end of the fifth relay coil (661) is electrically connected with the second relay normally-open contact (564), and the other end of the fifth relay coil (661) is electrically connected with the negative electrode of the power supply (1); the fourth relay normally-closed contact (653) and the fourth relay common end (652) are electrically connected to the first signal line (41), the fifth relay normally-closed contact (663) and the fifth relay common end (662) are electrically connected to the second signal line (42), and the first relay common end (552), the first relay normally-closed contact (553), the first relay normally-open contact (554), the fourth relay normally-open contact (654) and the fifth relay normally-open contact (664) are all dead ends.

3. The control circuit for preventing the accelerator from being stepped on by mistake as claimed in claim 2, wherein: the voice device is characterized by further comprising a voice device (7), one end of the voice device (7) is electrically connected with the second relay normally open contact (564), and the other end of the voice device (7) is electrically connected with the negative electrode of the power supply (1).