CN219668180U - Pedal connector, pedal assembly with pedal connector and vehicle - Google Patents

Abstract

The embodiment of the utility model provides a pedal connector, a pedal assembly with the pedal connector and a vehicle. The pedal assembly includes a booster, a pedal, and a pedal connector. The pedal connector comprises a body, a first push rod connected to the pedal and a second push rod connected to the booster. The first push rod can be displaced between a working position and a storage position, and the pedal is driven to be far away from or close to the body. Therefore, in the embodiment of the utility model, the position of the pedal in the front cabin of the vehicle can be adjusted according to different driving modes, and more front cabin space is released for a driver to use in a close state.

Description

Pedal connector, pedal assembly with pedal connector and vehicle

Technical Field

The utility model relates to the field of electric vehicles, in particular to a pedal connector, a pedal assembly with the pedal connector and a vehicle.

Background

With the development of electric vehicle technology, various automatic driving auxiliary functions are continuously promoted, so that users have comfortable and various technological experiences in automatic driving. The pedal assembly is one of the main equipment of the electric vehicle, and comprises an electronic accelerator pedal and a brake pedal. In the past, when the electric vehicle starts automatic driving, because acceleration and braking are not needed, the pedal assembly is usually folded to increase the pedal area space. The storage design is mostly divided into pedal arm folding, pedal arm upturning and pedal assembly moving towards the front cabin direction. However, the above-mentioned storage methods are limited by the connection of the brake pedal and the booster, so that the folding range of the pedal arm is limited or cannot be moved.

Disclosure of Invention

Aspects of the present utility model provide a pedal connector, and a pedal assembly and a vehicle having the pedal connector, for solving the above-mentioned problems.

Embodiments of the present utility model provide a pedal connector adapted to be disposed between a pedal and a booster of a vehicle, wherein the pedal includes a pedal arm. The pedal connector comprises a body, a first push rod and a second push rod, wherein the first push rod is used for being connected with a pedal arm, the second push rod is used for being connected with a booster, the body comprises a linkage mechanism, one end of the first push rod is used for being connected with the linkage mechanism, the linkage mechanism is used for driving the first push rod to move between a working position and a storage position relative to the body, the pedal arm is far away from the body in the working position, and the pedal arm is close to the body in the storage position.

In some embodiments, in the operating position, the first pushrod is coupled to the second pushrod as a power transmission path between the pedal and the booster, and in the stowed position, the first pushrod is decoupled from the second pushrod, decoupling the power transmission path.

In some embodiments, the first push rod is provided with a rack, the linkage mechanism includes a gear and a motor, the gear is meshed with the rack, the motor is connected to the gear, and is used for driving the gear to move relative to the rack and pushing the first push rod to move between the working position and the storage position.

In some embodiments, the linkage mechanism further includes a locking member, and the second push rod is provided with a clamping groove, one end of the locking member is connected to the gear, and the other end of the locking member can swing relative to the clamping groove along with rotation of the gear, and is buckled to the clamping groove when the first push rod is located at the working position, and is separated from the clamping groove when the first push rod is located at the storage position.

In some embodiments, the pedal connector includes a transmission rod, one end of the transmission rod is detachably connected to the second push rod outside the body, a tooth portion matched with the gear is arranged at the other end of the transmission rod, the transmission rod and the first push rod are arranged on two opposite sides of the gear in parallel, the tooth portion is meshed with the other side of the gear opposite to the rack, when the gear rotates, the first push rod and the transmission rod move reversely, when the first push rod is located at the working position, the transmission rod and the second push rod are coupled, and when the first push rod is located at the storage position, the transmission rod and the second push rod are decoupled.

In some embodiments, the first pushrod comprises a first rod body, a second rod body, and a sleeve, wherein

The first rod body and the second rod body are respectively penetrated through two opposite ends of the sleeve and are respectively connected with the pedal arm and the second push rod, the first rod body and the second rod body both comprise opposite head ends and tail ends, the tail ends are penetrated in the sleeve, a matched spiral structure is arranged between the tail ends and the sleeve, the head ends are penetrated in corresponding openings on the body, and the structure forms of the head ends and the openings are matched polygonal structures; the sleeve is arranged on one side of the gear, the rack is arranged on the outer circumferential surface of the sleeve in a surrounding manner and meshed with the gear, the sleeve can slide on the gear along the central axial direction of the gear through the rack, and can be pushed by the gear to rotate forward or reversely around the circumferential direction of the gear, so that the first rod body is driven to move between the working position and the storage position, and the second rod body is driven to be coupled with or decoupled from the second push rod.

In some embodiments, the length of the gear in the axial direction matches the length of the sleeve, or the width of the rack matches the length of the sleeve.

In some embodiments, the pedal connector further includes a control unit, electrically connected to the linkage mechanism, for controlling the linkage mechanism to drive the first push rod to displace.

In some embodiments, the linkage mechanism includes an electric device and a sleeve sleeving part, the sleeve sleeving part is sleeved on the first push rod and is provided with an axial groove and a radial groove which are communicated, the second push rod is arranged on one end of the sleeve sleeving part far away from the first push rod in a penetrating manner, and is provided with a limiting piece, the limiting piece is accommodated in the axial groove, the electric device is electrically connected with the control unit and is connected with the sleeve sleeving part and/or the second push rod, and the electric device is used for driving the sleeve sleeving part and the limiting piece to move relatively, so that the limiting piece moves to the radial groove to be coupled, or withdraws from the radial groove to the axial groove to be decoupled.

Embodiments of the present utility model also provide a pedal assembly including a pedal, a booster, and a pedal connector as described above connected between the pedal and the booster.

Embodiments of the present utility model also provide a vehicle including a cab and a pedal assembly disposed in the cab, the pedal assembly including a pedal, a booster, and a pedal connector as described above connected between the pedal and the booster.

In the embodiment of the utility model, by the configuration mode that the first push rod and the second push rod in the connector can be mutually coupled or decoupled, when the electric vehicle is in a normal driving mode, the first push rod is positioned at a working position to push the pedal arm away from the front coaming, and at the moment, the first push rod is coupled with the second push rod through the linkage mechanism, so that the pedal arm of the brake pedal is connected with the booster. When the electric vehicle is in the intelligent driving mode, the driver does not need to control the brake pedal by himself, so that the first push rod can be moved to the storage position. At the moment, the first push rod is decoupled from the second push rod through the linkage mechanism, so that the pedal arm of the brake pedal is decoupled from the booster, the pedal arm can be tightened towards the front coaming, and more front cabin space can be released for a driver to use.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model and do not constitute a limitation on the utility model. In the drawings:

FIG. 1 is a schematic view of a pedal assembly according to an embodiment of the present utility model.

Fig. 2 is a cross-sectional view of a connector according to an embodiment of the present utility model.

Fig. 3 is a schematic view of a first push rod in a storage position according to an embodiment of the utility model.

Fig. 4 is a cross-sectional view of a first pushrod according to an embodiment of the utility model in a stowed position.

FIG. 5 is a system block diagram of a pedal assembly according to an embodiment of the present utility model.

Fig. 6 is a schematic diagram of a linkage mechanism in a decoupled state according to another embodiment of the present utility model.

Fig. 7 is a schematic diagram of a linkage mechanism in a coupled state according to another embodiment of the present utility model.

Fig. 8 is a partial cross-sectional view of a linkage mechanism according to other embodiments of the present utility model.

Fig. 9 is a schematic diagram of a linkage mechanism in a coupled state according to another embodiment of the present utility model.

Fig. 10 is a schematic diagram of a linkage mechanism in a decoupled state according to another embodiment of the present utility model.

Fig. 11 is a schematic view of an interlocking mechanism according to another embodiment of the present utility model.

Detailed Description

In order to make the objects, technical solutions and advantages of the present utility model more apparent, the technical solutions of the present utility model will be clearly and completely described below with reference to specific embodiments of the present utility model and corresponding drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.

Referring to fig. 1 to 4, a pedal assembly 1 according to an embodiment of the present utility model includes a booster 71, a pedal and a pedal connector 2. The booster 71 is a brake pedal booster of a vehicle, and is provided in a front cabin of the vehicle, and the pedal is a brake pedal of the vehicle, and includes a tread portion 720 and a pedal arm 72 connected to each other, for example, the tread portion 720 and the pedal arm 72 may be, but not limited to, an integrally formed structure. The pedal connector 2 includes a body 100, a first push rod 200, and a second push rod 300. The body 100 may be, but is not limited to, a box or housing provided on the dash panel 50 between the front compartment and the cab. One end of the first push rod 200 is connected to the pedal arm 72, and the other end is disposed in the body 100 in a penetrating manner, and is capable of moving between the working position P1 and the storage position P2 relative to the body 100, so as to drive the pedal arm 72 to move away from the body 100 or close to the body 100. In this way, when the driving mode of the vehicle is normal manual driving, the first push rod 200 is maintained at the working position P1, so that the driver can push the first push rod 200 through the stepping portion 720 and drive the second push rod 300 to move, and the acting force is transmitted to the booster 71 through the second push rod 300; and in the automatic driving mode, the first push rod 200 is retracted toward the body 100 to the storage position P2, so that the pedal arm 72 is close to the body 100, and the pedal 720 is stored at a position close to the dash panel 50, so that a foot stretching space of a driver is reserved in the front cabin, and riding comfort and driving experience are improved.

In some embodiments of the present utility model, one end of the second push rod 300 is connected to the booster 71, and the other end is disposed through the body 100, and is coupled with the first push rod 200 in the body 100 when the first push rod 200 is in the working position P1, and decoupled with the first push rod 200 when the first push rod 200 is in the storage position P2. By this arrangement, the first push rod 200 can be connected to the second push rod 300 at the operating position P1, so that a power transmission path is formed in the main body 100, and the thrust applied to the stepping portion 720 by the driver can be transmitted to the booster 71, thereby controlling the vehicle speed of the vehicle; and when the first push rod 200 is at the storage position P2, the first push rod 200 and the second push rod 300 can be disconnected, so that the driver can not step on the pedal by mistake in the automatic driving mode to interfere with the operation of the automatic driving mode or generate other misoperation, thereby improving the safety in the automatic driving mode.

The body 100 is provided with a linking mechanism 10. The first push rod 200 and the second push rod 300 are coupled or decoupled by the linkage mechanism 10, wherein the first push rod 200 and the second push rod 300 respectively extend to two opposite sides of the linkage mechanism 10, and further respectively connect the pedal arm 72 to the cab 52 and the booster 71 to the front cabin 51. Therefore, when the first push rod 200 is at the working position P1, the pedal arm 72 is driven by the first push rod 200 to be away from the body 100 and located at a position for being stepped on by the driver. At this time, the linkage mechanism 10 is coupled to the second push rod 300, so that the booster 71 can receive the force transmitted from the pedal arm 72 through the second push rod 300 and the first push rod 200. Conversely, when the first push rod 200 is at the storage position P2, the pedal arm 72 is driven by the first push rod 200 to draw toward the body 100 to form a storage state. At this time, the interlock mechanism 10 is decoupled from the second push rod 300, and the path for transmitting the force between the booster 71 and the pedal arm 72 is temporarily disconnected.

In some embodiments of the present utility model, the linkage mechanism 10 includes a motor 111, a gear 112, and a locking member 121, and a rack 113 is provided on the first push rod 200, and a clamping groove 310 is provided on the second push rod 300. The motor 111 may be, but is not limited to, a servo motor for driving the gear 112 to rotate. The gear 112 is connected to the motor 111, and is meshed with the rack 113. Therefore, the gear 112 can be driven to rotate clockwise or anticlockwise by the motor 111, so that the gear 112 synchronously pushes the rack 113 to move linearly, and the first push rod 200 is driven to move reciprocally between the working position P1 and the storage position P2.

The locking member 121 has one end connected to the gear 112 and the other end extending radially outward of the gear 112 and is swingable in a clockwise direction as the gear 112 rotates. Therefore, when the motor 111 drives the gear 112 to rotate, the gear 112 drives the rack 113 to move, and drives the locking member 121 to swing, so as to be buckled on the matching clamping groove 310 on the second push rod 300 or to be separated from the clamping groove 310, thereby achieving the effects of coupling and decoupling the first push rod 200 and the second push rod 300.

For example, when the motor 111 drives the gear 112 to rotate to drive the first push rod 200 to move to the working position P1, the gear 112 simultaneously drives the locking member 121 to rotate and is buckled to the buckling slot 310 of the second push rod 300; and when the motor 111 drives the gear 112 to rotate to drive the first push rod 200 to move to the storage position P2, the gear 112 simultaneously drives the locking member 121 to rotate and separate from the locking groove 310 of the second push rod 300. That is, when the driver switches from the normal driving mode to the intelligent driving mode, the motor 111 drives the gear 112 to drive the first push rod 200 to retract toward the body 100, so that the pedal arm 72 is moved toward and stored in the body 100, and the interlocking locking member 121 is decoupled from the second push rod 300, thereby disconnecting the booster 71 from the pedal arm 72.

As shown in fig. 5. In some embodiments of the present utility model, the pedal assembly 1 further includes a control unit 400. The control unit 400 is electrically connected to the driving component 11 of the linkage mechanism 10, and is used for controlling the driving component to perform coupling and decoupling operations. In operation, the control unit 400 can automatically control the driving assembly 11 according to the switching of the driving mode, so as to move the first push rod 200 to the working position P1 or the storage position P2. For example, when the vehicle is in the normal driving mode, the control unit 400 controls the motor 111 of the linkage mechanism 10, and the driving gear 112 rotates counterclockwise to push the rack to move toward the direction extending out of the body, so as to drive the first push rod 200 to move to the working position P1. At this time, the pedal arm 72 is separated from the body 100 and moved to a position where the driver can tread. Meanwhile, the locking piece 121 swings counterclockwise along with the gear 112 towards the second push rod 300, and is buckled in the matched clamping groove 310 on the second push rod 300, so that the first push rod 200 is coupled with the second push rod 300 through the linkage mechanism 10.

And, when the vehicle is in the intelligent driving mode, since the driver can not step on the brake pedal, the motor 111 of the linkage mechanism 10 can be controlled by the control unit 400, and the driving gear 112 rotates clockwise to push the rack 113 to move into the body 100, so as to drive the first push rod 200 to move to the storage position P2, and the pedal arm 72 is drawn close to the body 100 to form a storage state. At the same time, the locking member 121 is disengaged from the locking groove 310 of the second push rod 300 along with the clockwise swing of the gear 112, so that the linkage mechanism 10 is decoupled from the second push rod 300, and the connection between the first push rod 200 and the second push rod 300 is disconnected.

Please refer to fig. 1, 3, 6, 7. In another embodiment of the pedal connector 2, the linkage mechanism 10 includes an electric device 125 and a socket 126. The sleeve portion 126 may be formed by extending from the tail end of the first push rod 200, or may be formed by sleeving an external component on the first push rod 200. Also, the socket portion 126 is provided with an axial groove 1261 and a radial groove 1262 which are in communication, wherein the axial groove 1261 extends in the axial direction of the first push rod 200, and the radial groove 1262 is provided along the radial direction of the first push rod 200. One end of the second push rod 300 is disposed in the sleeve joint portion 126 in a penetrating manner, and a limiting member 320 is disposed, wherein the limiting member 320 protrudes out of the surface of the second push rod 300 and is accommodated in an axial groove 1261 of the sleeve joint portion 126.

The electric device 125 is connected to the socket 126 and/or the second push rod 300, and is electrically connected to the control unit, so as to drive the socket 126 and the limiting member 320 to move, e.g. axially displace and rotate, to move the limiting member 320 into the radial slot 1262 for coupling or withdraw from the radial slot 1262 for decoupling. Thus, the electric device 120 may be, but is not limited to, a device of a pneumatic cylinder (or a hydraulic cylinder) and a rotary motor (through integration of two or more devices, it is a common technology in the industry, and will not be described in detail here).

In some embodiments of the present utility model, the electric device 125 is connected to the socket 126, so as to drive the socket 126 to be sleeved on the second push rod 300, and the limiting member 320 is accommodated in the axial slot 1261. At the same time, as the socket 126 is displaced relative to the second pushrod 300, the stopper 320 is moved within the axial slot 1261 to a position corresponding to the radial slot 1262. At this time, the stopper 320 is out of the radial groove 1262, so that the first push rod 200 and the second push rod 300 are in a decoupled state. Then, the electric device 125 drives the sleeve joint 126 to rotate, so that the radial groove 1262 is sleeved on the limiting piece 320, and the first push rod 200 and the second push rod 300 are in a coupled state. Similarly, the second plunger 300 may be coupled to the second plunger 125 by the electric device 125 and may be rotated relative to the socket 126 to move the retainer 320 from the axial slot 1261 into the radial slot 1262 for coupling or to withdraw from the radial slot 1262 into the axial slot 1261 for decoupling. Meanwhile, in this embodiment, since the first push rod 200 and the second push rod 300 may be coaxially disposed, the first push rod 200 may move along the same axial direction (e.g., the horizontal axial direction) relative to the second push rod 300 to achieve the coupling and decoupling effects, so that the volume of the body 100 in the radial direction may be reduced, that is, the overall thickness of the body 100 may be reduced, and the pedal connector 2 may have elasticity and space utilization in the front cabin at the installation position.

Alternatively, in some embodiments of the present utility model, the electric device 125 may be connected to the socket portion 126 (or the first push rod 200) and the second push rod 300, respectively, and drive the first push rod 200 to move to the storage position P2, so that the socket portion 126 is sleeved on the second push rod 300, and the stopper 320 moves to a position corresponding to the radial groove 1262 in the axial groove 1261. Then, the electric device 125 drives the second push rod 300 to rotate, and drives the limiting member 320 to move into the radial slot 1262, so that the first push rod 200 and the second push rod 300 are coupled. Conversely, when the electric device 125 drives the second push rod 300 to rotate reversely and drives the limiting member 320 to withdraw from the radial slot 1262, the first push rod 200 and the second push rod 300 are decoupled, so that the first push rod 200 can be returned to the working position P1 under the driving of the electric device 125. It is understood that, in practice, the electric device 125 may also be connected to a control unit, and the control unit automatically controls the relative movement between the socket 126 and the stopper 320 according to the driving state.

Referring to fig. 8, 9 and 10, another embodiment of the pedal connector 2 of the present utility model includes a body 100, a first push rod 200 and a second push rod 300. The body 100 is provided with a linkage mechanism 10, and two ends of the body 100 are respectively provided with a polygonal opening 101. The first push rod 200 includes a rack 113, a first rod 151, a second rod 152, and a sleeve 16. The first rod 151 and the second rod 152 each include a head end 15A and a tail end 15B opposite to each other, and the tail ends 15B of the first rod 151 and the second rod 152 respectively penetrate into the sleeve 16 from opposite ends of the sleeve 16, wherein an inner and outer spiral structure is disposed between the sleeve 16 and the tail end 15B. The head ends 15A of the first rod 151 and the second rod 152 may have a polygonal structure and respectively penetrate through openings at two ends of the body 100. For example: the head end 15A and the opening 101 have a rectangular structure capable of being matched with each other. The interlocking mechanism 10 includes a motor 111 and a gear 112.

The sleeve 16 is provided at one side of the gear 112 and extends in the axial direction of the gear 112. The outer circumferential surface of the sleeve 16 is provided with racks 113 in a surrounding manner for engaging with the gear 112, so that the racks 113 of the sleeve 16 can slide on the gear 112 in the axial direction through grooves formed between adjacent teeth on the gear 112 as a slideway. Meanwhile, during the sliding process, the motor 111 and the gear 112 of the linkage mechanism 10 can be kept at a fixed position in the body 100 and cannot move along with the first push rod 200, so that a structure for assisting the sliding of the linkage mechanism 30, such as a sliding track, is not required to be additionally arranged in the body 100, thereby facilitating the use of the internal space of the body 100 or reducing the volume of the body 100.

In addition, the gear 112 is driven by the motor 111 to drive the rack 113, so that the sleeve 16 can be pushed to rotate forward or backward around the circumferential direction of the gear 112. Therefore, through the forward rotation or the reverse rotation of the sleeve 16, the first rod 151 is driven to move between the working position P1 and the storage position P2, and the second rod 152 is driven to be coupled to or decoupled from the second push rod 300 outside the body 100. For example: when the sleeve 16 is reversed, the first rod 151 and the second rod 152 are simultaneously driven to extend outwards, as shown in fig. 9, the first rod 151 is displaced to the working position P1, and the second rod 152 is coupled with the second push rod 300; when the sleeve 16 rotates forward, the first rod 151 and the second rod 152 are simultaneously driven to retract inwards, as shown in fig. 10, the first rod 151 is displaced to the storage position P2, and the second rod 152 is separated from the second push rod 300 to achieve decoupling.

In practice, the length of the gear 112 and sleeve 16, as well as the width of the rack 113, may vary depending on the application, in addition to the proportions disclosed in the figures. For example: the axial length of the gear 112 matches the length of the sleeve 16, or the width of the rack 113 matches the length of the sleeve 16, so that the sleeves do not disengage from each other when moving axially relative to the gear. In addition, in the embodiment of the present utility model, the gear is a long gear, and the rack forms a rotary gear around the sleeve, but the utility model is not limited thereto.

Since the connection between the pedal connector 2 and the booster 71 is released after the second rod 152 of the first push rod 200 is disconnected from the second push rod 300 in the above-described embodiment, in some embodiments of the present utility model, the pedal connector 2 may be configured in a manner that can drive the pedal to move on the dash panel, for example, a sliding mechanism is provided on the dash panel to drive the pedal to move left and right on the dash panel, so that the pedal connector 2 together with the pedal is fixed at a foot position corresponding to the throttle adjustment of the driver in the normal driving mode, and is moved and stored at a foot rest position on the side away from the foot rest position in the automatic driving mode, thereby releasing more foot space in the front cabin.

Referring to fig. 11, a pedal connector 2 according to another embodiment of the present utility model includes a body 100, a first push rod 200, a second push rod 300, and a transmission rod 500. The body 100 is internally provided with a linkage mechanism 10, and the linkage mechanism 10 includes a motor 111 and a gear 112. One end of the first push rod 200 is connected to the pedal arm 72, and the other end is provided to penetrate into the body 100, and is provided with a rack 113. The linkage rod 500 is disposed through the body 100, one end of the linkage rod is outside the body 100 and detachably connected to the second push rod 300, and the other end extends into the body 100 and is provided with a tooth portion 501. The first push rod 200 and the transmission rod 500 are disposed in parallel on the upper and lower sides of the gear 112, and the rack 113 and the tooth 501 are respectively engaged on the gear 112. The motor 111 drives the gear 112 to rotate, so as to drive the first push rod 200 and the transmission rod 500 to synchronously operate, for example: when the gear 112 moves reversely, the first push rod 200 and the transmission rod 500 are driven to extend outwards respectively, so that the first push rod 200 is displaced to the working position P1, and the transmission rod 500 is coupled with the second push rod 152); when the gear rotates in the forward direction, the first push rod 200 and the transmission rod 500 are simultaneously driven to retract inwards, so that the first push rod 200 is displaced to the storage position P2, and the transmission rod 500 is separated from the second push rod 152 to achieve decoupling.

As can be seen from the above description, the present utility model can be controlled by the driver according to different driving modes or by the control unit automatically in the operation of the linkage mechanism. For automatic control, when the vehicle is in a normal driving mode, the control unit automatically controls the motor to drive the first push rod to move to the working position, and simultaneously controls the first push rod to be coupled with the second push rod, so that the pedal arm of the brake pedal is connected with the booster. When the vehicle is in intelligent driving, the control unit automatically controls the motor to drive the first push rod to move to the storage position, and simultaneously controls the first push rod and the second push rod to be decoupled, so that the pedal arm of the brake pedal is decoupled from the booster.

In summary, the present utility model utilizes the displacement of the first push rod on the linkage mechanism, and the automatic control of the control unit, so that the pedal arm can automatically move to the working position or the storage position in different driving modes, and the corresponding connection or disconnection of the power booster can be automatically controlled, so that the foot placement space of the driver can be increased when the vehicle is in intelligent driving, and the foot can be stretched or placed at a comfortable position.

The foregoing is merely exemplary of the present utility model and is not intended to limit the present utility model. Various modifications and variations of the present utility model will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the utility model are to be included in the scope of the claims of the present utility model.

Claims (11)

1. A pedal connector adapted to be disposed between a pedal and a booster of a vehicle, the pedal including a pedal arm, characterized in that the pedal connector includes a body, a first push rod for connection with the pedal arm, and a second push rod for connection with the booster, wherein

The body comprises a linkage mechanism, one end of the first push rod is used for being connected with the linkage mechanism, the linkage mechanism is used for driving the first push rod to move between a working position and a storage position relative to the body, and the pedal arm is far away from the body in the working position; and in the stowed position, the pedal arm is proximate the body.

2. The pedal connector of claim 1, wherein in the operative position the first push rod is coupled with the second push rod as a power transmission path between the pedal and the booster, and wherein in the stowed position the first push rod is decoupled from the second push rod, disconnecting the power transmission path.

3. The pedal connector of claim 2, wherein the first push rod is provided with a rack, the linkage mechanism comprises a gear and a motor, the gear is meshed with the rack, the motor is connected with the gear and used for driving the gear to move relatively to the rack and pushing the first push rod to move between the working position and the storage position.

4. The pedal connector according to claim 3, wherein the linkage mechanism further comprises a locking member, and the second push rod is provided with a clamping groove, one end of the locking member is connected to the gear, and the other end of the locking member can swing relative to the clamping groove along with rotation of the gear, and is buckled with the clamping groove when the first push rod is located at the working position and is separated from the clamping groove when the first push rod is located at the storage position.

5. A pedal connector according to claim 3, comprising a transmission rod, one end of the transmission rod being detachably connected to the second push rod outside the body, the other end being provided with teeth cooperating with the gear, the transmission rod and the first push rod being arranged in parallel on opposite sides of the gear, the teeth being engaged on the other side of the gear opposite to the rack, wherein the first push rod and the transmission rod are moved in opposite directions when the gear rotates, the transmission rod and the second push rod being coupled when the first push rod is in the working position, and the transmission rod and the second push rod being decoupled when the first push rod is in the storage position.

6. The pedal connector of claim 3, wherein the first push rod includes a first rod body, a second rod body, and a sleeve, wherein

The first rod body and the second rod body are respectively penetrated through two opposite ends of the sleeve and are respectively connected with the pedal arm and the second push rod, the first rod body and the second rod body both comprise opposite head ends and tail ends, the tail ends are penetrated in the sleeve, a matched spiral structure is arranged between the tail ends and the sleeve, the head ends are penetrated in corresponding openings on the body, and the structure forms of the head ends and the openings are matched polygonal structures;

the sleeve is arranged on one side of the gear, the rack is arranged on the outer circumferential surface of the sleeve in a surrounding manner and meshed with the gear, the sleeve can slide on the gear along the axial direction of the gear through the rack, and can be pushed by the gear to rotate forwards or reversely around the circumferential direction of the gear, so that the first rod body is driven to move between the working position and the storage position, and the second rod body is driven to be coupled with or decoupled from the second push rod.

7. The pedal connector of claim 6, wherein a length of the gear in the axial direction matches a length of the sleeve, or a width of the rack matches a length of the sleeve.

8. The pedal connector of claim 1, further comprising a control unit electrically connected to the linkage mechanism for controlling the linkage mechanism to drive the first push rod to displace.

9. The pedal connector according to claim 8, wherein the linkage mechanism comprises an electric device and a sleeving part, the sleeving part is sleeved on the first push rod and is provided with an axial groove and a radial groove which are communicated, the second push rod is arranged at one end, far away from the first push rod, of the sleeving part in a penetrating way, a limiting piece is arranged in the axial groove, the electric device is electrically connected to the control unit and is connected to the sleeving part and/or the second push rod, and the electric device is used for driving the sleeving part and the limiting piece to move relatively, so that the limiting piece moves into the radial groove to be coupled, or withdraws from the radial groove to the axial groove to be decoupled.

10. A pedal assembly comprising a pedal, a booster and a pedal connector as claimed in any one of claims 1 to 9 connected between the pedal and the booster.

11. A vehicle comprising a cab and a pedal assembly disposed in the cab, the pedal assembly comprising a pedal, a booster, and a pedal connector as claimed in any one of claims 1 to 9 connected between the pedal and the booster.