WO2017147727A1 - 加速踏板和制动踏板合并且防撞防抱死的加速制动装置 - Google Patents

加速踏板和制动踏板合并且防撞防抱死的加速制动装置 Download PDF

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Publication number
WO2017147727A1
WO2017147727A1 PCT/CN2016/000105 CN2016000105W WO2017147727A1 WO 2017147727 A1 WO2017147727 A1 WO 2017147727A1 CN 2016000105 W CN2016000105 W CN 2016000105W WO 2017147727 A1 WO2017147727 A1 WO 2017147727A1
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WO
WIPO (PCT)
Prior art keywords
pedal
brake
control unit
electronic
accelerator pedal
Prior art date
Application number
PCT/CN2016/000105
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English (en)
French (fr)
Inventor
肖湘茂
Original Assignee
肖湘茂
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 肖湘茂 filed Critical 肖湘茂
Priority to PCT/CN2016/000105 priority Critical patent/WO2017147727A1/zh
Priority to CN201680000176.4A priority patent/CN109511262B/zh
Publication of WO2017147727A1 publication Critical patent/WO2017147727A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/06—Disposition of pedal

Definitions

  • the present invention relates to automotive acceleration and braking systems.
  • the accelerator pedal and the brake pedal of the car are separately arranged.
  • the driver accelerates or brakes the car, the driver needs to change the foot between the accelerator pedal and the brake pedal, which is inconvenient to operate, slightly not Be cautious, you will mistake the throttle as a brake, especially in an emergency.
  • the existing anti-lock and anti-collision system is not integrated with the accelerator pedal and the brake pedal, and the pedals of the electronically accelerated electronic brake are linked.
  • the object of the present invention is to provide an automobile electronic acceleration electronic system which combines an accelerator pedal and a brake pedal and is integrated with electronic anti-lock, electronic brake force distribution, electronic anti-collision and adaptive cruise in order to solve the above problems. Moving device.
  • the technical solution provided by the present invention is to construct an electronic acceleration of an automobile that integrates an accelerator pedal and a brake pedal and is linked with electronic anti-lock, electronic brake force distribution, electronic anti-collision, and adaptive cruise.
  • Electronic brake device is to construct an electronic acceleration of an automobile that integrates an accelerator pedal and a brake pedal and is linked with electronic anti-lock, electronic brake force distribution, electronic anti-collision, and adaptive cruise.
  • Electronic brake device is to construct an electronic acceleration of an automobile that integrates an accelerator pedal and a brake pedal and is linked with electronic anti-lock, electronic brake force distribution, electronic anti-collision, and adaptive cruise.
  • the device comprises: an accelerator pedal, a brake pedal, a pedal shaft, a pedal bracket, a brake pedal return torsion spring, an accelerator pedal return torsion spring, an accelerator pedal return compression spring, a foot motion damping skateboard, a pedal position sensor, and a brake pedal Static pedal and pedal shaft static matching structure, pedal bracket and body connecting plate, electronic control unit ECU (Electronic Control Unit), electronic throttle ETC (Electronic Throttle Control), electric vehicle motor speed control device ESCD (Electromotor Speed Control Device ), hydraulic brake system, hydraulic control unit HCU (Hydraulic Control Unit), vacuum booster pump, pneumatic brake system, ACU (Atmospheric Control Unit), electronic brake and manual brake switching solenoid valve, stroke signal, Vehicle speed sensor, wheel speed sensor, steering wheel angle sensor, camera ranging system, radar ranging system, ultrasonic ranging system;
  • the brake pedal is located above the accelerator pedal; one end of the brake pedal and one end of the accelerator pedal share a pedal shaft mounted on the pedal bracket; the brake pedal and the pedal shaft are statically matched; the accelerator pedal, the pedal bracket and the pedal shaft are coordinated;
  • the pedal torsion spring is mounted on the pedal shaft; the accelerator pedal returning torsion spring is mounted on the pedal bracket by the accelerator pedal returning torsion spring shaft; the angle between the spring arm of the accelerator pedal returning torsion spring and the accelerator pedal is greater than 10 degrees;
  • the pedal return compression spring is mounted on the pedal bracket bottom plate; the elastic force of the accelerator pedal return torsion spring and the accelerator pedal return compression spring are respectively greater than the elastic force of the brake pedal return torsion spring; the accelerator pedal and the brake pedal are close to the end of the pedal shaft Pressing on the bottom plate of the pedal bracket to position its movable range; the other end of the brake pedal is supported by the brake pedal returning torsion spring on the floor of the pedal bracket; the other end of the accelerator pedal is supported by the accelerator pedal returning tor
  • the brake pedal is divided into upper half stroke, free stroke and lower half stroke, which are used to control the brake, idle speed, addition and subtraction of the vehicle respectively. speed.
  • the electronic control unit first instructs the hydraulic control unit or the air pressure control unit to brake the car, and then determines whether the shift lever is in the park position, or whether the manual shift car brake lever is pulled up. Yes, keep the engine at idle. No, enter the brake pedal for each stroke operation.
  • the upper half of the brake pedal refers to the stroke of the brake pedal from 1 to 10 mm above the static accelerator pedal to the time when the car is fully braked.
  • the brake pedal is up, the pedal position sensor voltage value is gradually increased, the electronic control unit commands the hydraulic control unit or the air pressure control unit to gradually brake the vehicle; meanwhile, the electronic control unit accepts the wheel speed sensor, the vehicle speed sensor and the steering wheel angle sensor The information, start the electronic brake force distribution program, to achieve a reasonable distribution of braking force; when approaching full braking, the anti-locking program starts working to prevent the wheel from locking.
  • the electronic control unit commands the hydraulic control unit or the air pressure control unit to release the brake.
  • the electronic control unit commands the electronic throttle to remain idle, or instructs the motor speed control to shut off the power to the motor, and the travel signal on the dashboard displays red.
  • the brake pedal free travel is the stroke when the brake pedal is moved from the static accelerator pedal position to 1 to 10 mm from the accelerator pedal. During this stroke, the brake pedal turns the pedal shaft to cause the pedal position sensor to produce a gradual voltage value that is different from the upper half stroke of the pedal.
  • the electronic control unit commands the electronic throttle to be in an idle state according to the gradual voltage value of the brake pedal free travel, or instructs the motor speed control device to cut off the power of the motor; during the stroke, the travel signal light on the instrument panel displays yellow and whistle One sound.
  • the lower half stroke of the brake pedal refers to the stroke when the brake pedal starts from the static accelerator pedal position and then drives the accelerator pedal to the engine speed or the maximum motor speed.
  • the electronic control unit commands the engine or motor speed to increase to the maximum according to the decreasing voltage value of the pedal position sensor.
  • the brake pedal stroke is upward, the voltage value of the pedal position sensor gradually increases.
  • the electronic control unit commands the engine or motor to slow down to idle speed based on the increasing voltage value of the pedal position sensor. During this trip, the travel signal light on the dashboard displays green.
  • the electronic control unit When the car is moving forward or backward or changing lanes, the electronic control unit receives relevant information from the radar ranging system, the ultrasonic ranging system and the camera ranging system, the vehicle speed sensor, the wheel speed sensor, and the steering wheel angle sensor, and performs comprehensive analysis and calculation. Determine whether the distance between pedestrians, vehicles, and obstacles in front of or behind the vehicle or on the side is a safe distance. No, sound and light alarm.
  • the electronic control unit commands the electronic throttle or motor speed control device, and the hydraulic control unit or the air pressure control unit actively reduces the vehicle speed. When approaching a danger, the hydraulic control unit or the air pressure control unit is commanded to brake actively.
  • the electronic control unit When the driver presses the adaptive cruise button, the electronic control unit receives relevant information from the radar ranging system, the ultrasonic ranging system and the camera ranging system, the vehicle speed sensor, the wheel speed sensor, and the steering wheel angle sensor, and comprehensively analyzes the calculation book. Whether the distance between pedestrians, vehicles and obstacles in front of the car is a safe distance. When the distance of the vehicle ahead is a safe distance, the vehicle maintains the original speed. When the current vehicle distance is less than the safety distance, the electronic control unit commands the electronic throttle or motor speed control device, and the hydraulic control unit or the air pressure control unit to actively reduce the vehicle speed. When the distance of the current vehicle exceeds the safety distance, the electronic control unit commands the electronic throttle or the motor speed control device to accelerate the vehicle speed to the set cruising speed. When the driver presses the brake pedal and the voltage value of the pedal position sensor is the voltage value of the free stroke, the electronic control unit commands to exit the adaptive cruise and enter the normal acceleration braking operation.
  • the foot When the driver operates the pedal, the foot is placed on the foot movement damping slide to slide control, so that the acceleration and deceleration are even, the brake is soft, the speed is stable when the foot is not moving, and the rest can be well rested.
  • the accelerator pedal of the present invention is placed above the brake pedal, and the accelerator pedal is divided into an upper half stroke, a free stroke, and a lower half stroke to respectively control the acceleration, deceleration, idle speed, and braking of the vehicle.
  • the invention can be applied to an automatic transmission car, a manual transmission car, an electric car, a hybrid car, a small car, a large bus, a bus, a tour bus, a truck, a tractor, an engineering car, a three-wheeled vehicle; It can also be installed in a local style.
  • the invention integrates the automobile accelerator pedal and the brake pedal, so that the driver does not need to change the foot between the accelerator pedal and the brake pedal when operating the vehicle to accelerate or brake, which is advantageous for quick braking and rapid acceleration, especially It is able to avoid accidentally putting the throttle on the brakes.
  • electronic acceleration and electronic braking and electronic anti-lock, electronic braking force distribution, electronic anti-collision, adaptive cruise integration, sharing a set of accelerated braking system, mutual support linkage can effectively reduce traffic accidents, to achieve The purpose of protecting people's lives is also cost-effective.
  • Figure 1 is a front elevational view of a first embodiment of the present invention.
  • Figure 2 is a right side view of the first embodiment of the present invention.
  • Fig. 3 is a view showing the positional configuration of the brake pedal of the A-A section of Fig. 1 when the vehicle is completely braked.
  • Fig. 4 is a view showing the positional configuration of the brake pedal of the A-A section of Fig. 1 in a free stroke;
  • Fig. 5 is a view showing the positional configuration of the brake pedal of the A-A section of Fig. 1 when the engine or the motor speed is maximum.
  • Fig. 6 is a cross-sectional structural view taken along line B - B of Fig. 3;
  • Figure 7 is a cross-sectional view taken along line C - C of Figure 6;
  • Figure 8 is a cross-sectional view of the D - D section of Figure 5;
  • Fig. 9 is a view showing the relationship between the position of the brake pedal and the voltage of the pedal position sensor according to the first embodiment of the present invention.
  • Figure 10 is a flow chart showing the procedure of the first embodiment of the present invention.
  • Figure 11 is a cross-sectional structural view showing a second embodiment of the present invention.
  • Figure 12 is a cross-sectional structural view showing a third embodiment of the present invention.
  • Figure 13 is a cross-sectional structural view showing a fourth embodiment of the present invention.
  • Figure 14 is a flow chart showing the procedure of the fourth embodiment of the present invention.
  • Fig. 15 is a view showing the relationship between the position of the accelerator pedal B and the pedal position sensor voltage according to the fourth embodiment of the present invention.
  • Motor speed control device 26. Motor, 27. Manpower brake pedal, 28. Car floor, 29. Pedal bracket bottom plate, 30.
  • After-car ultrasonic ranging system 31. Front-end ultrasonic ranging system, 32. Front-end radar ranging System, 33. Front camera ranging system, 34. Accelerator pedal B, 35. Brake pedal B.
  • the foot motion damping slide plate (14) and the pedal bracket are used.
  • the brake pedal (1), the accelerator pedal (8), and the brake pedal return torsion spring (7) are mounted on the pedal bracket (6) through the pedal shaft (5);
  • the brake pedal (1) and the pedal shaft (5) are statically engaged with the pedal shaft static matching structure (16) through the brake pedal;
  • the pedal shaft (5) is movably engaged;
  • the accelerator pedal returning torsion spring (9) is mounted on the pedal bracket (6) through the accelerator pedal returning torsion spring shaft (10);
  • the accelerator arm is returned to the spring arm of the torsion spring (9)
  • the angle ⁇ between the accelerator pedal (8) is 10 to 45 degrees;
  • the accelerator pedal return compression spring (11) is mounted on the accelerator pedal return compression spring seat (12);
  • the bottom plate (29) is set The range of motion; the other end of the brake pedal (1) is supported by the brake pedal return torsion spring (7) on the pedal bracket bottom plate (29); the other end of the accelerator pedal (8) is returned by the accelerator pedal torsion spring (9) And an accelerator pedal return compression spring (11) is supported on the pedal bracket bottom plate (29); a pedal position sensor (15) is mounted at one end of the pedal shaft (5); and the pedal position sensor (15) passes the pedal position sensor signal line (18) ) electrically connected to the electronic control unit (20); electronic control unit (20) and electronic throttle (21), hydraulic control unit (22), motor speed control device (25), vehicle speed sensor (17), wheel speed sensor ( 19), steering wheel angle sensor (23), after-car ultrasonic ranging system (30), front-end ultrasonic ranging system (31), front radar ranging system (32), front camera ranging system (33),
  • the electronic brake is electrically connected with the manual brake switching solenoid valve (3); the hydraulic control unit (22) is connected to each brake cylinder, and the electromagnetic valve (3) and the manual brake
  • the cylinder (4) is connected; the motor speed control device (25) is electrically connected to the motor (26); As one of the brake pedal, electronically controlled hydraulic brake, and with an electronic anti-lock distribution, electronic braking force, an electronic anti-collision, auto electronic brake electron acceleration adaptive cruise linkage means;
  • the electronic control unit (20) first instructs the hydraulic control unit (22) to brake the vehicle. Then, it is determined whether the shift lever is in the park position, or whether the manual shift car brake lever is pulled up. Yes, keep the engine at idle. No, enter the brake pedal for each stroke operation.
  • the upper half of the brake pedal refers to the stroke of the brake pedal (1) moving between P4 and P3.
  • the pedal position sensor (15) produces a voltage value that is gradually lowered from V4 to V3.
  • the electronic control unit (20) instructs the hydraulic control unit (22) to control the pressure of each brake cylinder of the vehicle to be reduced according to the decreasing voltage value, so that the wheels are released from the brake.
  • the pedal position sensor (15) When the brake pedal (1) moves from the P3 point to the P4 point, the pedal position sensor (15) generates a voltage value of V3 to V4 which is gradually higher, and the electronic control unit (20) commands the hydraulic control unit according to the gradually increasing voltage value ( 22) Control the pressure of each brake cylinder of the car gradually increase and brake the car.
  • the electronic control unit (20) receives the information of the vehicle speed sensor (17), the wheel speed sensor (19) and the steering wheel angle sensor (23), and starts the electronic braking force distribution program to realize the reasonable distribution of the braking force.
  • the anti-lock program begins to work, preventing the wheels from locking.
  • the electronic control unit (20) commands the electronic throttle (21) to be in an idle state, or instructs the motor speed control device (25) to shut off the power to the motor (26); the travel signal on the dashboard displays red.
  • the brake pedal free travel refers to the stroke of the brake pedal (1) moving between P3 and P2. During this stroke, the brake pedal (1) turns the pedal shaft (5) to cause the pedal position sensor (15) to produce a gradual voltage value that is different from the upper half stroke of the brake pedal.
  • the electronic control unit (20) instructs the electronic throttle (21) to be in an idle state according to the gradual voltage value of the brake pedal free travel, or instructs the motor speed control device (25) to cut off the power of the motor (26).
  • the travel signal light on the dashboard shows yellow and whistle.
  • the lower half stroke of the brake pedal refers to the stroke of the brake pedal (1) to drive the accelerator pedal (8) to move between P2 and P1.
  • the pedal position sensor (15) produces a V2 to V1 decreasing voltage value.
  • the electronic control unit (20) instructs the electronic throttle (21) to control the speed of the engine (24) to change from slow to fast according to the decreasing voltage value, or to instruct the motor speed control device (25) to control the rotation speed of the motor (26) to change slowly. Fast, make the car faster.
  • the pedal position sensor (15) generates a V1 to V2 increasing voltage value.
  • the electronic control unit commands the electronic throttle (21) to control the speed of the engine (24) to be slowed down according to the increasing voltage value, or to instruct the motor speed control device (25) to control the speed of the motor (26) to become slower and slower.
  • the car slows down until it is idle. During this trip, the travel signal light on the dashboard displays green.
  • the electronic control unit (20) accepts the front-end ultrasonic ranging system (31), the front radar ranging system (32), the front camera ranging system (33), the vehicle speed sensor (17), and the wheel speed.
  • the information transmitted from the sensor (19) and the steering wheel angle sensor (23) is comprehensively analyzed and calculated to determine whether the distance between the pedestrian, the vehicle, and the obstacle is a safe distance. No, sound and light alarm.
  • the electronic control unit (20) instructs the electronic throttle (21) or the motor speed control device (25) and the hydraulic control unit (22) to actively reduce the vehicle speed.
  • the hydraulic control unit (22) is commanded to brake actively.
  • the electronic control unit (20) accepts the front-end ultrasonic ranging system (31), the front radar ranging system (32), the front camera ranging system (33), and the vehicle speed sensor. (17)
  • the information transmitted from the wheel speed sensor (19) and the steering wheel angle sensor (23) is comprehensively analyzed and calculated to determine whether the distance between the pedestrian, the vehicle and the obstacle is a safe distance. When it is a safe distance, the car keeps the original speed forward.
  • the electronic control unit (20) instructs the electronic throttle (21) or the motor speed control device (25) and the hydraulic control unit (22) to actively reduce the vehicle speed.
  • the electronic control unit (20) commands the electronic throttle (21) or the motor speed control device (25) to accelerate the vehicle speed to the set cruising speed.
  • the electronic control unit (20) commands to exit the adaptive cruise and enters the normal acceleration braking operation.
  • the electronic control unit (20) accepts information about the rear-range ultrasonic ranging system (30), the vehicle speed sensor (17), the wheel speed sensor (19), and the steering wheel angle sensor (23) for comprehensive analysis and calculation. Determine whether the distance between pedestrians, vehicles and obstacles behind the vehicle is a safe distance. No, sound and light alarm. When the driver does not respond, the hydraulic control unit (22) is commanded to actively brake.
  • the brake is braked using the manual brake master cylinder (4).
  • the manual brake pedal (27) is depressed, the power of the electronic throttle (21) and the power supply of the electronic brake and the manual brake switching solenoid valve (3) are cut off, so that the engine is in an idle state, and each brake cylinder is The human brake master cylinder (4) is turned on to realize the manual braking of the car.
  • Embodiment 1 of the present invention is applied to a hybrid vehicle.
  • the motor speed control device (25) and the motor (26) are removed.
  • the electronic throttle (21) and the engine (24) are removed.
  • the hydraulic brake system in the first embodiment of the present invention is replaced with a pneumatic brake system;
  • the hydraulic control unit (22) is replaced with a pneumatic control unit (2);
  • the device (25) and the motor (26) are removed;
  • the electronic brake and the manual brake switching solenoid valve (3) and the manual brake device are eliminated;
  • the pneumatic control unit (2) replaces the series double chamber brake in the pneumatic brake system Valve;
  • the exhaust solenoid valve is arranged on the brake chamber or on the quick release valve, or separately set up and connected to the brake chamber or the quick release valve; through the intake solenoid valve in the air pressure control unit (2)
  • the exhaust solenoid valve is opened or closed to control the brake pressure of each brake chamber to brake the vehicle or release the brake.
  • the electronic accelerator electronic brake device is composed of an electronically controlled air brake and an electronic anti-lock, electronic brake force distribution, electronic anti-collision, and adaptive cruise.
  • the brake pedal (1), the accelerator pedal (8), the pedal bracket (6), the pedal bracket and the vehicle body connecting plate (13) and the foot in the first embodiment of the present invention are provided.
  • the side motion damping slide plate (14) and its various springs, pedal shafts, and pedal sensors are rotated 90 degrees clockwise, and then mirrored and turned over to make the installation, which constitutes the ground-mounted accelerator pedal and the brake pedal integrated into one, using electronic
  • An electronic electronically accelerated electronic brake device that controls hydraulic or pneumatic braking and is linked to electronic anti-lock, electronic braking force distribution, electronic anti-collision, and adaptive cruise.
  • the brake pedal (1) in the first embodiment of the present invention is changed to the accelerator pedal B (34); the accelerator pedal (8) is changed into the brake.
  • Pedal B (35); brake pedal B (35), accelerator pedal B (34), brake pedal return torsion spring (7) are mounted on the pedal bracket (6) through the pedal shaft (5); (34) Located above the brake pedal B (35); the accelerator pedal B (34) and the pedal shaft (5) are statically engaged with the pedal shaft static matching structure (16); the brake pedal B (35), the pedal The bracket (6) is in dynamic cooperation with the pedal shaft (5); one end of the brake pedal B (35) and the accelerator pedal B (34) close to the pedal shaft (5) is pressed against the pedal bracket bottom plate (29) to position the movable range; The other end of the movable pedal B (35) is supported on the pedal bracket bottom plate (29) by the accelerator pedal return torsion spring (9) and the accelerator pedal return compression spring (11); the other end of the accelerator pedal B (34) is brake pedal The
  • the device divides the accelerator pedal B (34) into an upper half stroke, a free stroke and a lower half stroke, and respectively controls the acceleration, deceleration, idle speed and braking of the vehicle.
  • the electronic control unit (20) After the car is started, the electronic control unit (20) first sets the normal operation flag to zero. Then, it is determined whether the shift lever is in the park position, or whether the manual shift car brake lever is pulled up. Yes, keep the engine at idle. No, the electronic control unit (20) further determines whether the voltage value of the pedal position sensor (15) is lower than the maximum value V5; when it is lower than the maximum value V5, it enters the accelerator pedal stroke operation.
  • the accelerator pedal B (34) When the driver has just placed his foot on the accelerator pedal B (34), the accelerator pedal B (34) must be driven down the brake pedal B (35) to the car brake before the shift lever can be pulled out of the parking. Or pull up the manual parking car brake lever.
  • the upper half of the accelerator pedal B refers to the stroke of the accelerator pedal B (34) moving between P4 and P3.
  • the electronic control unit (20) first checks if the normal run flag is zero. When the normal operation flag is 0, the idle state is maintained regardless of the voltage value of the pedal position sensor (15). When the normal running flag is 1, and the accelerator pedal B (34) moves from the P3 point to the P4 point, the pedal position sensor (15) generates a V3 to V4 increasing voltage value.
  • the electronic control unit commands the electronic throttle (21) to control the speed of the engine (24) to be slower or faster according to the increasing voltage value, or to instruct the motor speed control device (25) to control the rotation speed of the motor (26) to be slower and faster. Car acceleration.
  • pedal position sensor (15) produces a V4 to V3 decreasing voltage value.
  • the electronic control unit commands the electronic throttle (21) to control the speed of the engine (24) to be slower and slower according to the decreasing voltage value. Or instruct the motor speed control device (25) to control the speed of the motor (26) to slow down and slow down the car. During this trip, the travel signal light on the dashboard displays green;
  • the accelerator pedal B free travel refers to the stroke of the accelerator pedal B (34) moving between P3 and P2. During this stroke, the accelerator pedal B (34) turns the pedal shaft (5) to cause the pedal position sensor (15) to produce a gradual voltage value that is different from the upper half stroke of the accelerator pedal.
  • the electronic control unit (20) instructs the electronic throttle (21) to be in an idle state according to the gradual voltage value of the accelerator pedal free travel, or instructs the motor speed control device (25) to cut off the power of the motor (26), and the normal operation flag Set to 1. During this trip, the travel signal on the dashboard displays yellow and whistle.
  • the lower half of the accelerator pedal B refers to the stroke of the accelerator pedal B (34) to drive the brake pedal B (35) to move between P2 and P1.
  • the pedal position sensor (15) generates a voltage value of V2 to V1 which is gradually lowered.
  • the electronic control unit (20) instructs the hydraulic control unit (22) to control the pressure of each brake cylinder of the vehicle to gradually increase according to the decreasing voltage value, so that the wheels gradually decelerate until the vehicle is completely stopped.
  • the electronic control unit (20) receives the information of the vehicle speed sensor (17), the wheel speed sensor (19) and the steering wheel angle sensor (23), activates the electronic braking force distribution program, and realizes a reasonable distribution of the braking force;
  • the anti-locking program starts working to prevent the wheels from locking.
  • the accelerator pedal B (34) drives the brake pedal B (35) to lift, the accelerator pedal B (34) moves from the point P1 to the point P2, and the pedal position sensor (15) generates a voltage value of V1 to V2 which is gradually higher.
  • the electronic control unit (20) instructs the hydraulic control unit (22) to control the brake cylinder pressures of the vehicle to rapidly decrease according to the increasing voltage value, so that the wheels are quickly released from the brake.
  • the electronic control unit (20) commands the electronic throttle (21) to be in an idle state, or instructs the motor speed control device (25) to shut off the power to the motor (26); the travel signal on the dashboard displays red.
  • the electronic control unit (20) commands the electronic throttle (21) to be in an idle state, or instructs the motor speed control device (25) to cut off the power of the motor (26), and will be normal.
  • the run flag is set to 0.
  • the electronic control unit commands the electronic throttle (21) to be in an idle state according to the V5 voltage value, or instructs the motor speed control device (25) to cut off the power of the motor (26) and sets the normal operation flag to zero. Then check if the parking brake is enabled. When not activated, the electronic control unit (20) instructs the hydraulic control unit (22) to actively brake.
  • the brake is braked using the manual brake master cylinder (4).
  • the manual brake pedal (27) is depressed, the power of the electronic throttle (21) and the power supply of the electronic brake and the manual brake switching solenoid valve (3) are cut off, so that the engine is in an idle state, and each brake cylinder is The human brake master cylinder (4) is turned on to realize the manual braking of the car.
  • a pneumatic brake system is used instead of the hydraulic brake system for braking.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Regulating Braking Force (AREA)

Abstract

一种将加速踏板（8）和制动踏板（1）合为一体，并与电子防抱死、电子制动力分配、电子防碰撞、电子自动巡航联动的汽车电子加速电子制动装置，当制动踏板（1）在加速踏板（8）上方时，将制动踏板（1）分为上半行程、自由行程、下半行程，分别控制汽车制动、怠速、加减速；当加速踏板乙（34）在制动踏板乙（35）上方时，将加速踏板乙（34）分为上半行程、自由行程、下半行程，分别控制汽车加减速、怠速、制动；当踏板行程控制汽车加减速时，电子防碰撞系统和自适应巡航系统协同工作；当踏板行程控制汽车制动时，电子制动力分配和防抱死程序协同工作。

Description

加速踏板和制动踏板合并且防撞防抱死的加速制动装置 技术领域
本发明涉及汽车加速和制动系统。
背景技术
目前，汽车的加速踏板和制动踏板，都是分开设置，驾驶员在操作汽车加速或制动时，需要在加速踏板和制动踏板之间来回换脚，操作起来很不方便，稍有不慎，就会错把油门当刹车踩，特别是遇紧急情况急刹车时更容易出错。现有防抱死、防碰撞系统未与加速踏板和制动踏板合为一体采用电子加速电子制动的踏板联动。
发明内容
本发明的目的在于：为解决上述问题，提供一种将加速踏板和制动踏板合为一体，与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子加速电子制动装置。
为实现上述目的，本发明提供的技术方案是构造一种将加速踏板和制动踏板合为一体，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子加速电子制动装置。该装置包括：加速踏板、制动踏板、踏板轴、踏板支架、制动踏板回位扭转弹簧、加速踏板回位扭转弹簧、加速踏板回位压缩弹簧、脚边运动阻尼滑板、踏板位置传感器、制动踏板与踏板轴静配合结构、踏板支架与车体连接板、电子控制单元ECU(Electronic Control Unit)、电子节气门ETC(Electronic Throttle Control)、电动汽车的电动机转速控制装置ESCD(Electromotor Speed Control Device)、液压制动系统、液压控制单元HCU(Hydraulic Control Unit)、真空助力泵、气压制动系统、气压控制单元ACU(Atmospheric Control Unit)、电子制动与人力制动切换电磁阀、行程信号灯、车速传感器、轮速传感器、方向盘转角传感器、摄像测距系统、雷达测距系统、超声波测距系统；其特征在于：
制动踏板位于加速踏板上方；制动踏板的一端、加速踏板的一端共用一根踏板轴安装在踏板支架上；制动踏板与踏板轴静配合；加速踏板、踏板支架与踏板轴动配合；制动踏板扭转弹簧安装在踏板轴上；加速踏板回位扭转弹簧通过加速踏板回位扭转弹簧轴安装在踏板支架上；加速踏板回位扭转弹簧的弹簧臂与加速踏板的夹角大于10度；加速踏板回位压缩弹簧安装在踏板支架底板上；加速踏板回位扭转弹簧和加速踏板回位压缩弹簧的弹力分别大于制动踏板回位扭转弹簧的弹力；加速踏板和制动踏板靠近踏板轴的一端压在踏板支架底板上定位其活动范围；制动踏板另一端由制动踏板回位扭转弹簧支撑在踏板支架底板上；加速踏板另一端由加速踏板回位扭转弹簧和加速踏板回位压缩弹簧支撑在踏板支架底板上；将脚边运动阻尼滑板与踏板支架连成一体；在踏板轴的一端安装踏板位置传感器；踏板位置传感器与电子控制单元电连接；电子控制单元与电子节气门、电动机转速控制装置、液压控制单元或气压控制单元、车速传感器、轮速传感器、方向盘转角传感器、摄像测距系统、雷达测距系统、超声波测距系统电连接；液压控制单元既与各制动分缸连接又通过电子制动与人力制动切换电磁阀与人力制动主缸连接；气压控制单元与各制动气室连接；踏板支架与车体连接板根据不同的车型安装需要加工成型后再与踏板支架底板焊接。
制动踏板分为上半行程、自由行程、下半行程，分别用来控制汽车制动、怠速、加减 速。
汽车启动后，电子控制单元首先指令液压控制单元或气压控制单元制动汽车，再判定变速杆是否在驻车档，或手动档汽车驻车制动杆是否拉起。是，保持发动机处于怠速状态。否，进入制动踏板各行程操作。
制动踏板上半行程，是指制动踏板从静态的加速踏板上方1至10毫米处再往上行至汽车被完全制动时的行程。在该行程，制动踏板向上，踏板位置传感器电压值逐渐变大，电子控制单元指令液压控制单元或气压控制单元逐渐制动汽车；同时，电子控制单元接受轮速传感器、车速传感器和方向盘转角传感器的信息，启动电子制动力分配程序，实现制动力合理分配；在接近完全制动时，防抱死程序开始工作，防止车轮抱死。当制动踏板向下时，电子控制单元指令液压控制单元或气压控制单元松开制动。在该行程，电子控制单元指令电子节气门一直处于怠速状态，或者指令电动机转速控制装置切断电动机的电源，仪表盘上的行程信号灯显示红色。
制动踏板自由行程，是指制动踏板从静态的加速踏板位置开始上行至距离加速踏板1到10毫米处时的行程。在该行程，制动踏板转动踏板轴使踏板位置传感器产生不同于踏板上半行程的渐变电压值。电子控制单元根据制动踏板自由行程的渐变电压值，指令电子节气门一直处于怠速状态，或指令电动机转速控制装置切断电动机的电源；在该行程，仪表盘上的行程信号灯显示黄色，并鸣笛一声。
制动踏板下半行程，是指制动踏板从静态的加速踏板位置开始，再往下带动加速踏板行至发动机速度或电动机速度最大时的行程。在该行程，制动踏板向下时，踏板位置传感器的电压值逐渐变小。电子控制单元根据踏板位置传感器渐小的电压值，指令发动机或电动机转速加快直至最大。当制动踏板行程向上时，踏板位置传感器的电压值逐渐增大。电子控制单元根据踏板位置传感器渐大的电压值，指令发动机或电动机转速变慢直至怠速。在该行程，仪表盘上的行程信号灯显示绿色。
汽车前行或后退或变道时，电子控制单元接受雷达测距系统、超声波测距系统和摄像测距系统、车速传感器、轮速传感器、方向盘转角传感器传来的有关信息，进行综合分析计算，判定本车前方或后方或侧方行人、车辆、障碍物的距离是否属于安全距离。不是，声光报警。当驾驶员没有反应时，电子控制单元指令电子节气门或电动机转速控制装置，以及液压控制单元或气压控制单元主动降低车速。在接近危险时，指令液压控制单元或气压控制单元主动制动。
当驾驶员按下自适应巡航按钮后，电子控制单元接受雷达测距系统、超声波测距系统和摄像测距系统、车速传感器、轮速传感器、方向盘转角传感器传来的有关信息，综合分析计算本车前方行人、车辆、障碍物的距离是否属于安全距离。前方车辆距离属于安全距离时，本车保持原车速前进。当前方车辆距离少于安全距离时，电子控制单元指令电子节气门或电动机转速控制装置，以及液压控制单元或气压控制单元主动降低车速。当前方车辆距离超过安全距离时，电子控制单元指令电子节气门或电动机转速控制装置，将车速加快至设定的巡航速度。当驾驶员踩下制动踏板后，踏板位置传感器的电压值为自由行程的电压值时，电子控制单元指令退出自适应巡航，进入常态加速制动操作。
驾驶员在操作踏板时，其脚边放在脚边运动阻尼滑板上滑动操控，使加速、减速均匀，制动柔和，脚不动时车速稳定，并能得到很好的休息。
或者，将本发明的加速踏板放在制动踏板的上方，将加速踏板分为上半行程、自由行程、下半行程，分别控制汽车加减速、怠速、制动。
本发明能够应用于自动变速箱汽车、手动变速箱汽车、电动汽车、混合动力汽车、小型汽车、大型客车、公交车、游览车、货车、牵引车、工程汽车、三轮汽车；能够挂式安装，也能够地式安装。
有益效果
本发明将汽车加速踏板和制动踏板合为一体，使驾驶员在操作汽车加速或制动时，不需要在加速踏板和制动踏板之间来回换脚，有利快速制动、快速加速，特别是能够避免误将油门作刹车踩。同时，将电子加速和电子制动与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航整合到一块，共用一套加速制动系统，相互支持联动，能有效减少交通事故，达到保障人们生命安全的目的，还能节约成本。
下面结合附图和实施例对本发明进一步说明。
附图说明
图1是本发明实施例一的主视图。
图2是本发明实施例一的右视图。
图3是图1的A——A剖面制动踏板处于汽车被完全制动时的位置构造图。
图4是图1的A——A剖面制动踏板处于自由行程时的位置构造图。
图5是图1的A——A剖面制动踏板处于发动机或电动机转速最大时的位置构造图。
图6是图3的B——B剖面构造图。
图7是图6的C——C断面图。
图8是图5的D——D剖面构造图。
图9是本发明实施例一的制动踏板位置与踏板位置传感器电压关系示意图。
图10是本发明实施例一的程序流程图。
图11是本发明实施例二的剖面构造图。
图12是本发明实施例三的剖面构造图。
图13是本发明实施例四的剖面构造图。
图14是本发明实施例四的程序流程图。
图15是本发明实施例四的加速踏板乙位置与踏板位置传感器电压关系示意图。
图中1.制动踏板，2.气压控制单元(ACU)，3.电子制动与人力制动切换电磁阀，4.人力制动主缸，5.踏板轴，6.踏板支架，7.制动踏板回位扭转弹簧，8.加速踏板，9.加速踏板回位扭转弹簧，10.加速踏板回位扭转弹簧轴，11.加速踏板回位压缩弹簧，12.加速踏板回位压缩弹簧座，13.踏板支架与车体连接板，14.脚边运动阻尼滑板，15.踏板位置传感器，16.制动踏板与踏板轴静配合结构，17.车速传感器，18.踏板位置传感器信号线，19.轮速传感器，20.电子控制单元(ECU)，21.电子节气门(ETC)，22.液压控制单元(HCU)，23.方向盘转角传感器，24.发动机，25.电动机转速控制装置(ESCD)，26.电动机，27.人力制动踏板，28.汽车底板，29.踏板支架底板，30.车后超声波测距系统，31.车前超声波测距系统，32.车前雷达测距系统，33.车前摄像测距系统，34.加速踏板乙，35.制动踏板乙。
具体实施方式
本发明实施例一，在图1、图2、图3、图4、图5、图6、图7、图8、图9、图10中，将脚边运动阻尼滑板(14)与踏板支架(6)连成一体；将制动踏板(1)、加速踏板(8)、制动踏板回位扭转弹簧(7)通过踏板轴(5)安装在踏板支架(6)上；制动踏板(1)位于加速踏板(8)上方；制动踏板(1)与踏板轴(5)通过制动踏板与踏板轴静配合结构(16)静配合；加速踏板(8)、踏板支架(6)与踏板轴(5)动配合；将加速踏板回位扭转弹簧(9)通过加速踏板回位扭转弹簧轴(10)安装在踏板支架(6)上；加速踏板回位扭转弹簧(9)的弹簧臂与加速踏板(8)的夹角β为10至45度；将加速踏板回位压缩弹簧(11)安装在加速踏板回位压缩弹簧座(12)上；加速踏板回位扭转弹簧(9)和加速踏板回位压缩弹簧(11)的弹力分别大于制动踏板回位扭转弹簧(7)的弹力；制动踏板(1)和加速踏板(8)靠近踏板轴(5)的一端压在踏板支架底板(29)上定位其活动范围；制动踏板(1)另一端由制动踏板回位扭转弹簧(7)支撑在踏板支架底板(29)上；加速踏板(8)另一端由加速踏板回位扭转弹簧(9)和加速踏板回位压缩弹簧(11)支撑在踏板支架底板(29)上；在踏板轴(5)的一端安装踏板位置传感器(15)；踏板位置传感器(15)通过踏板位置传感器信号线(18)与电子控制单元(20)电连接；电子控制单元(20)与电子节气门(21)、液压控制单元(22)、电动机转速控制装置(25)、车速传感器(17)、轮速传感器(19)、方向盘转角传感器(23)、车后超声波测距系统(30)、车前超声波测距系统(31)、车前雷达测距系统(32)、车前摄像测距系统(33)、电子制动与人力制动切换电磁阀(3)电连接；液压控制单元(22)与各制动分缸连接，同时通过电子制动与人力制动切换电磁阀(3)与人力制动主缸(4)连接；电动机转速控制装置(25)与电动机(26)电连接；构成加速踏板和制动踏板合为一体，采用电子控制液压制动，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子制动电子加速装置；
汽车启动后，电子控制单元(20)首先指令液压控制单元(22)制动汽车。然后，判定变速杆是否在驻车档，或手动档汽车驻车制动杆是否拉起。是，保持发动机处于怠速状态。否，进入制动踏板各行程操作。
制动踏板上半行程，是指制动踏板(1)在P4至P3之间运动的行程。当制动踏板(1)由P4点向下往P3点运动时，踏板位置传感器(15)产生V4至V3渐低的电压值。电子控制单元(20)根据渐低的电压值指令液压控制单元(22)控制汽车各制动分缸压力变小，使各车轮脱离制动。当制动踏板(1)由P3点向上往P4点运动时，踏板位置传感器(15)产生V3至V4渐高的电压值，电子控制单元(20)根据渐高的电压值指令液压控制单元(22)控制汽车各制动分缸压力逐渐变大，制动汽车。同时，电子控制单元(20)接受车速传感器(17)、轮速传感器(19)和方向盘转角传感器(23)的信息，启动电子制动力分配程序，实现制动力合理分配。在接近完全制动时，防抱死程序开始工作，防止车轮抱死。在该行程，电子控制单元(20)指令电子节气门(21)一直处于怠速状态，或指令电动机转速控制装置(25)切断电动机(26)的电源；仪表盘上的行程信号灯显示红色。
制动踏板自由行程，是指制动踏板(1)在P3至P2之间运动的行程。在该行程，制动踏板(1)转动踏板轴(5)使踏板位置传感器(15)产生不同于制动踏板上半行程的渐变电压值。电子控制单元(20)根据制动踏板自由行程的渐变电压值，指令电子节气门(21)一直处于怠速状态，或者指令电动机转速控制装置(25)切断电动机(26)的电源。在该 行程，仪表盘上的行程信号灯显示黄色，并鸣笛一声。
制动踏板下半行程，是指制动踏板(1)带动加速踏板(8)在P2至P1之间运动的行程。当制动踏板(1)由P2点向下往P1点运动时，踏板位置传感器(15)产生V2至V1渐低电压值。电子控制单元(20)根据该渐低电压值指令电子节气门(21)控制发动机(24)的转速由慢变快，或指令电动机转速控制装置(25)控制电动机(26)的转速由慢变快，使汽车加速。当制动踏板(1)由P1点向上往P2点运动时，踏板位置传感器(15)产生V1至V2渐高电压值。电子控制单元根据该渐高电压值指令电子节气门(21)控制发动机(24)的转速由快变慢，或指令电动机转速控制装置(25)控制电动机(26)的转速由快变慢，使汽车减速直至怠速。在该行程，仪表盘上的行程信号灯显示绿色。
汽车前行时，电子控制单元(20)接受车前超声波测距系统(31)、车前雷达测距系统(32)、车前摄像测距系统(33)、车速传感器(17)、轮速传感器(19)、方向盘转角传感器(23)传来的有关信息，进行综合分析计算，判定前方行人、车辆、障碍物的距离是否属于安全距离。不是，声光报警。当驾驶员没有反应时，电子控制单元(20)指令电子节气门(21)或电动机转速控制装置(25)以及液压控制单元(22)主动降低车速。在接近危险时，指令液压控制单元(22)主动制动。
当驾驶员按下自适应巡航按钮后，电子控制单元(20)接受车前超声波测距系统(31)、车前雷达测距系统(32)、车前摄像测距系统(33)、车速传感器(17)、轮速传感器(19)、方向盘转角传感器(23)传来的有关信息，进行综合分析计算，判定前方行人、车辆、障碍物的距离是否属于安全距离。当属于安全距离时，本车保持原车速前进。当前方车辆距离少于安全距离时，电子控制单元(20)指令电子节气门(21)或电动机转速控制装置(25)以及液压控制单元(22)主动降低车速。当前方车辆距离超过安全距离时，电子控制单元(20)指令电子节气门(21)或电动机转速控制装置(25)，将车速加快至设定的巡航速度。当驾驶员踩下制动踏板(1)后，踏板位置传感器(15)的电压值在自由行程电压值时，电子控制单元(20)指令退出自适应巡航，进入常态加速制动操作。
汽车倒退时，电子控制单元(20)接受车后超声波测距系统(30)、车速传感器(17)、轮速传感器(19)、方向盘转角传感器(23)传来的有关信息，进行综合分析计算，判定车后行人、车辆、障碍物的距离是否属于安全距离。不是，声光报警。当驾驶员没有反应时，指令液压控制单元(22)主动制动。
当电子制动和电子加速系统出现故障时，使用人力制动主缸(4)加压制动汽车。当踩下人力制动踏板(27)时，切断电子节气门(21)的电源和电子制动与人力制动切换电磁阀(3)的电源，使发动机处于怠速状态，各制动分缸与人力制动主缸(4)接通，实现人力制动汽车。
驾驶员在操作制动踏板(1)时，其脚边放在脚边运动阻尼滑板(14)上滑动操控。
本发明实施例一用于混合动力汽车。当用于汽油汽车时，将电动机转速控制装置(25)和电动机(26)去掉。当用于电动汽车时，将电子节气门(21)和发动机(24)去掉。
本发明实施例二，在图11中，将本发明实施例一中的液压制动系统置换为气压制动系统；将液压控制单元(22)置换为气压控制单元(2)；将电动机转速控制装置(25)和电动机(26)去掉；取消电子制动与人力制动切换电磁阀(3)及人力制动装置；气压控制单元(2)取代气压制动系统中的串联式双腔制动阀；气压控制单元(2)中的进气电磁阀 和排气电磁阀设置在制动气室上或设置在快放阀上，或单独设立再连接在制动气室或快放阀上；通过气压控制单元(2)中的进气电磁阀和排气电磁阀的开或关，控制各制动气室的制动压力大小，使汽车制动，或解除制动。运用气压制动系统中的手制动阀，进行紧急制动和驻车制动。保留本发明实施例一中的其他结构。构成加速踏板和制动踏板合为一体，采用电子控制气压制动，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子加速电子制动装置。
本发明实施例三，在图12中，将本发明实施例一中的制动踏板(1)、加速踏板(8)、踏板支架(6)、踏板支架与车体连接板(13)、脚边运动阻尼滑板(14)及其装配的各种弹簧、踏板轴、踏板传感器顺时针转90度，再镜像翻过来制作安装，便构成地装式加速踏板和制动踏板合为一体，采用电子控制液压制动或气压制动，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子加速电子制动装置。
本发明实施例四，在图13、图14、图15中，将本发明实施例一中的制动踏板(1)变为加速踏板乙(34)；将加速踏板(8)变为制动踏板乙(35)；将制动踏板乙(35)、加速踏板乙(34)、制动踏板回位扭转弹簧(7)通过踏板轴(5)安装在踏板支架(6)上；加速踏板乙(34)位于制动踏板乙(35)上方；加速踏板乙(34)与踏板轴(5)通过制动踏板与踏板轴静配合结构(16)静配合；制动踏板乙(35)、踏板支架(6)与踏板轴(5)动配合；制动踏板乙(35)和加速踏板乙(34)靠近踏板轴(5)的一端压在踏板支架底板(29)上定位其活动范围；制动踏板乙(35)另一端由加速踏板回位扭转弹簧(9)和加速踏板回位压缩弹簧(11)支撑在踏板支架底板(29)上；加速踏板乙(34)另一端由制动踏板回位扭转弹簧(7)支撑在踏板支架底板(29)上；构成加速踏板在上，制动踏板在下，采用电子控制液压制动，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子加速电子制动装置。
该装置将加速踏板乙(34)分为上半行程、自由行程、下半行程，分别控制汽车加减速、怠速、制动。
汽车启动后，电子控制单元(20)首先将正常运行标志设置为0。然后，判定变速杆是否在驻车档，或手动档汽车驻车制动杆是否拉起。是，保持发动机处于怠速状态。否，电子控制单元(20)进一步判定踏板位置传感器(15)的电压值是否低于最大值V5；当低于最大值V5时，进入加速踏板各行程操作。
当驾驶员刚刚将脚放在加速踏板乙(34)上时，必须将加速踏板乙(34)向下带动制动踏板乙(35)踩至汽车制动后，才能将变速杆拔离驻车档或将手动档汽车驻车制动杆拉起。
加速踏板乙上半行程，是指加速踏板乙(34)在P4至P3之间运动的行程。在该行程，电子控制单元(20)首先检查正常运行标志是否为0。当正常运行标志为0时，不管踏板位置传感器(15)的电压值大小一直保持怠速状态。当正常运行标志为1，加速踏板乙(34)由P3点向上往P4点运动时，踏板位置传感器(15)产生V3至V4渐高电压值。电子控制单元根据该渐高电压值指令电子节气门(21)控制发动机(24)的转速由慢变快，或指令电动机转速控制装置(25)控制电动机(26)的转速由慢变快，使汽车加速。当加速踏板乙(34)由P4点向下往P3点运动时，踏板位置传感器(15)产生V4至V3渐低电压值。电子控制单元根据该渐低电压值指令电子节气门(21)控制发动机(24)的转速由快变慢， 或指令电动机转速控制装置(25)控制电动机(26)的转速由快变慢，使汽车减速。在该行程，仪表盘上的行程信号灯显示绿色；
加速踏板乙自由行程，是指加速踏板乙(34)在P3至P2之间运动的行程。在该行程，加速踏板乙(34)转动踏板轴(5)使踏板位置传感器(15)产生不同于加速踏板上半行程的渐变电压值。电子控制单元(20)根据加速踏板自由行程的渐变电压值，指令电子节气门(21)一直处于怠速状态，或者指令电动机转速控制装置(25)切断电动机(26)的电源，并将正常运行标志设置为1。在该行程，仪表盘上的行程信号灯显示黄色，并鸣笛一声。
加速踏板乙下半行程，是指加速踏板乙(34)带动制动踏板乙(35)在P2至P1之间运动的行程。当加速踏板乙(34)带动制动踏板乙(35)由P2点向下往P1点运动时，踏板位置传感器(15)产生V2至V1渐低的电压值。电子控制单元(20)根据该渐低的电压值指令液压控制单元(22)控制汽车各制动分缸压力逐渐变大，使各车轮逐渐减速直至汽车完全停止。同时，电子控制单元(20)接受车速传感器(17)、轮速传感器(19)和方向盘转角传感器(23)的信息，启动电子制动力分配程序，实现制动力合理分配；在接近完全制动时，防抱死程序开始工作，防止车轮抱死。当加速踏板乙(34)带动制动踏板乙(35)抬起时，加速踏板乙(34)由P1点向上往P2点运动，踏板位置传感器(15)产生V1至V2渐高的电压值，电子控制单元(20)根据该渐高的电压值指令液压控制单元(22)控制汽车各制动分缸压力迅速变小，使各车轮快速脱离制动。在该行程，电子控制单元(20)指令电子节气门(21)一直处于怠速状态，或指令电动机转速控制装置(25)切断电动机(26)的电源；仪表盘上的行程信号灯显示红色。
在非自适应巡航状态下，驾驶员的脚要离开加速踏板乙(34)时，必须先制动，再将变速杆拔离驻车档或将手动档汽车的驻车制动杆拉起。驾驶员的脚离开加速踏板乙(34)后，电子控制单元(20)指令电子节气门(21)处于怠速状态，或者指令电动机转速控制装置(25)切断电动机(26)的电源，并将正常运行标志设置为0。
当驾驶员的脚在无意中离开加速踏板乙(34)时，踏板位置传感器(15)的电压值达到最大值V5。电子控制单元根据V5电压值指令电子节气门(21)处于怠速状态，或者指令电动机转速控制装置(25)切断电动机(26)的电源，并将正常运行标志设置为0。接着检查驻车制动是否启用。未启用时，电子控制单元(20)指令液压控制单元(22)主动制动。
当电子制动和电子加速系统出现故障时，使用人力制动主缸(4)加压制动汽车。当踩下人力制动踏板(27)时，切断电子节气门(21)的电源和电子制动与人力制动切换电磁阀(3)的电源，使发动机处于怠速状态，各制动分缸与人力制动主缸(4)接通，实现人力制动汽车。
或者，在实施例四中采用气压制动系统代替液压制动系统进行制动。

Claims (6)

  1. 加速踏板和制动踏板合并且防撞防抱死的加速制动装置，包括：加速踏板、制动踏板、踏板轴、踏板支架、制动踏板回位扭转弹簧、加速踏板回位扭转弹簧、加速踏板回位压缩弹簧、脚边运动阻尼滑板、踏板位置传感器、制动踏板与踏板轴静配合结构、踏板支架与车体连接板、电子控制单元、电子节气门、电动汽车的电动机转速控制装置、液压制动系统、液压控制单元、真空助力泵、气压制动系统、气压控制单元、电子制动与人力制动切换电磁阀、行程信号灯、车速传感器、轮速传感器、方向盘转角传感器、摄像测距系统、雷达测距系统、超声波测距系统；其特征在于：
    制动踏板位于加速踏板上方；制动踏板的一端、加速踏板的一端共用一根踏板轴安装在踏板支架上；制动踏板与踏板轴静配合；加速踏板、踏板支架与踏板轴动配合；制动踏板扭转弹簧安装在踏板轴上；加速踏板回位扭转弹簧通过加速踏板回位扭转弹簧轴安装在踏板支架上；加速踏板回位扭转弹簧的弹簧臂与加速踏板的夹角大于10度；加速踏板回位压缩弹簧安装在踏板支架底板上；加速踏板回位扭转弹簧和加速踏板回位压缩弹簧的弹力分别大于制动踏板回位扭转弹簧的弹力；加速踏板和制动踏板靠近踏板轴的一端压在踏板支架底板上定位其活动范围；制动踏板另一端由制动踏板回位扭转弹簧支撑在踏板支架底板上；加速踏板另一端由加速踏板回位扭转弹簧和加速踏板回位压缩弹簧支撑在踏板支架底板上；将脚边运动阻尼滑板与踏板支架连成一体；在踏板轴的一端安装踏板位置传感器；踏板位置传感器与电子控制单元电连接；电子控制单元与电子节气门、电动机转速控制装置、液压控制单元或气压控制单元、车速传感器、轮速传感器、方向盘转角传感器、摄像测距系统、雷达测距系统、超声波测距系统电连接；液压控制单元既与各制动分缸连接又通过电子制动与人力制动切换电磁阀与人力制动主缸连接；气压控制单元与各制动气室连接；踏板支架与车体连接板根据不同的车辆安装需要加工成型后再与踏板支架底板焊接；
    制动踏板分为上半行程、自由行程、下半行程，分别用来控制汽车制动、怠速、加减速；
    汽车启动后，电子控制单元首先指令液压控制单元或气压控制单元制动汽车，再判定变速杆是否在驻车档，或手动档汽车驻车制动杆是否拉起；是，保持发动机处于怠速状态；否，进入制动踏板各行程操作；
    制动踏板上半行程，是指制动踏板从静态的加速踏板上方1至10毫米处再往上行至汽车被完全制动时的行程；在该行程，制动踏板向上，踏板位置传感器电压值逐渐变大，电子控制单元指令液压控制单元或气压控制单元逐渐制动汽车；同时，电子控制单元接受轮速传感器、车速传感器和方向盘转角传感器的信息，启动电子制动力分配程序，实现制动力合理分配；在接近完全制动时，防抱死程序开始工作，防止车轮抱死；当制动踏板向下时，电子控制单元指令液压控制单元或气压控制单元松开制动；在该行程，电子控制单元指令电子节气门一直处于怠速状态，或者指令电动机转速控制装置切断电动机的电源，仪表盘上的行程信号灯显示红色；
    制动踏板自由行程，是指制动踏板从静态的加速踏板位置开始上行至距离加速踏板1到10毫米处时的行程；在该行程，制动踏板转动踏板轴使踏板位置传感器产生不同于踏板上半行程的渐变电压值；电子控制单元根据制动踏板自由行程的渐变电压值，指令电子 节气门一直处于怠速状态，或指令电动机转速控制装置切断电动机的电源；在该行程，仪表盘上的行程信号灯显示黄色，并鸣笛一声；
    制动踏板下半行程，是指制动踏板从静态的加速踏板位置开始，再往下带动加速踏板行至发动机速度或电动机速度最大时的行程；在该行程，制动踏板向下时，踏板位置传感器的电压值逐渐变小；电子控制单元根据踏板位置传感器渐小的电压值，指令发动机或电动机转速加快直至最大；当制动踏板行程向上时，踏板位置传感器的电压值逐渐增大；电子控制单元根据踏板位置传感器渐大的电压值，指令发动机或电动机转速变慢直至怠速；在该行程，仪表盘上的行程信号灯显示绿色；
    汽车前行或后退或变道时，电子控制单元接受雷达测距系统、超声波测距系统和摄像测距系统、车速传感器、轮速传感器、方向盘转角传感器传来的有关信息，进行综合分析计算，判定本车前方或后方或侧方行人、车辆、障碍物的距离是否属于安全距离；不是，声光报警；当驾驶员没有反应时，电子控制单元指令电子节气门或电动机转速控制装置，以及液压控制单元或气压控制单元主动降低车速；在接近危险时，指令液压控制单元或气压控制单元主动制动；
    当驾驶员按下自适应巡航按钮后，电子控制单元接受雷达测距系统、超声波测距系统和摄像测距系统、车速传感器、轮速传感器、方向盘转角传感器传来的有关信息，综合分析计算本车前方行人、车辆、障碍物的距离是否属于安全距离；前方车辆距离属于安全距离时，本车保持原车速前进；当前方车辆距离少于安全距离时，电子控制单元指令电子节气门或电动机转速控制装置，以及液压控制单元或气压控制单元主动降低车速；当前方车辆距离超过安全距离时，电子控制单元指令电子节气门或电动机转速控制装置，将车速加快至设定的巡航速度；当驾驶员踩下制动踏板后，踏板位置传感器的电压值为自由行程的电压值时，电子控制单元指令退出自适应巡航，进入常态加速制动操作；
    驾驶员在操作踏板时，其鞋边放在鞋边运动阻尼滑板上滑动操控；
    或者，将加速踏板设置在制动踏板的上方，将加速踏板分为上半行程、自由行程、下半行程，分别控制汽车加减速、怠速、制动。
  2. 根据权利要求1所述加速踏板和制动踏板合并且防撞防抱死的加速制动装置，其特征在于：
    将脚边运动阻尼滑板(14)与踏板支架(6)连成一体；将制动踏板(1)、加速踏板(8)、制动踏板回位扭转弹簧(7)通过踏板轴(5)安装在踏板支架(6)上；制动踏板(1)位于加速踏板(8)上方；制动踏板(1)与踏板轴(5)通过制动踏板与踏板轴静配合结构(16)静配合；加速踏板(8)、踏板支架(6)与踏板轴(5)动配合；将加速踏板回位扭转弹簧(9)通过加速踏板回位扭转弹簧轴(10)安装在踏板支架(6)上；加速踏板回位扭转弹簧(9)的弹簧臂与加速踏板(8)的夹角β为10至45度；将加速踏板回位压缩弹簧(11)安装在加速踏板回位压缩弹簧座(12)上；加速踏板回位扭转弹簧(9)和加速踏板回位压缩弹簧(11)的弹力分别大于制动踏板回位扭转弹簧(7)的弹力；制动踏板(1)和加速踏板(8)靠近踏板轴(5)的一端压在踏板支架底板(29)上定位其活动范围；制动踏板(1)另一端由制动踏板回位扭转弹簧(7)支撑在踏板支架底板(29)上；加速踏板(8)另一端由加速踏板回位扭转弹簧(9)和加速踏板回位压缩弹簧(11) 支撑在踏板支架底板(29)上；在踏板轴(5)的一端安装踏板位置传感器(15)；踏板位置传感器(15)通过踏板位置传感器信号线(18)与电子控制单元(20)电连接；电子控制单元(20)与电子节气门(21)、液压控制单元(22)、电动机转速控制装置(25)、车速传感器(17)、轮速传感器(19)、方向盘转角传感器(23)、车后超声波测距系统(30)、车前超声波测距系统(31)、车前雷达测距系统(32)、车前摄像测距系统(33)、电子制动与人力制动切换电磁阀(3)电连接；液压控制单元(22)与各制动分缸连接，同时通过电子制动与人力制动切换电磁阀(3)与人力制动主缸(4)连接；电动机转速控制装置(25)与电动机(26)电连接；构成加速踏板和制动踏板合为一体，采用电子控制液压制动，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子制动电子加速装置；
    汽车启动后，电子控制单元(20)首先指令液压控制单元(22)制动汽车；然后，判定变速杆是否在驻车档，或手动档汽车驻车制动杆是否拉起；是，保持发动机处于怠速状态；否，进入制动踏板各行程操作；
    制动踏板上半行程，是指制动踏板(1)在P4至P3之间运动的行程；当制动踏板(1)由P4点向下往P3点运动时，踏板位置传感器(15)产生V4至V3渐低电压值；电子控制单元(20)根据该渐低电压值指令液压控制单元(22)控制汽车各制动分缸压力变小，使各车轮脱离制动；当制动踏板(1)由P3点向上往P4点运动时，踏板位置传感器(15)产生V3至V4渐高电压值；电子控制单元(20)根据该渐高电压值指令液压控制单元(22)控制汽车各制动分缸压力逐渐变大，制动汽车；同时，电子控制单元(20)接受车速传感器(17)、轮速传感器(19)和方向盘转角传感器(23)的信息，启动电子制动力分配程序，实现制动力合理分配；在接近完全制动时，防抱死程序开始工作，防止车轮抱死；在该行程，电子控制单元(20)指令电子节气门(21)一直处于怠速状态，或指令电动机转速控制装置(25)切断电动机(26)的电源；仪表盘上的行程信号灯显示红色；
    制动踏板自由行程，是指制动踏板(1)在P3至P2之间运动的行程；在该行程，制动踏板(1)转动踏板轴(5)使踏板位置传感器(15)产生不同于制动踏板上半行程的渐变电压值；电子控制单元(20)根据制动踏板自由行程的渐变电压值，指令电子节气门(21)一直处于怠速状态，或者指令电动机转速控制装置(25)切断电动机(26)的电源；在该行程，仪表盘上的行程信号灯显示黄色，并鸣笛一声；
    制动踏板下半行程，是指制动踏板(1)带动加速踏板(8)在P2至P1之间运动的行程；当制动踏板(1)由P2点向下往P1点运动时，踏板位置传感器(15)产生V2至V1渐低电压值；电子控制单元(20)根据该渐低电压值指令电子节气门(21)控制发动机(24)的转速由慢变快，或指令电动机转速控制装置(25)控制电动机(26)的转速由慢变快，使汽车加速；当制动踏板(1)由P1点向上往P2点运动时，踏板位置传感器(15)产生V1至V2渐高电压值；电子控制单元根据该渐高电压值指令电子节气门(21)控制发动机(24)的转速由快变慢，或指令电动机转速控制装置(25)控制电动机(26)的转速由快变慢，使汽车减速直至怠速；在该行程，仪表盘上的行程信号灯显示绿色；
    汽车前行时，电子控制单元(20)接受车前超声波测距系统(31)、车前雷达测距系统(32)、车前摄像测距系统(33)、车速传感器(17)、轮速传感器(19)、方向盘转角传 感器(23)传来的有关信息，进行综合分析计算，判定前方行人、车辆、障碍物的距离是否属于安全距离；不是，声光报警；当驾驶员没有反应时，电子控制单元(20)指令电子节气门(21)或电动机转速控制装置(25)以及液压控制单元(22)主动降低车速；在接近危险时，指令液压控制单元(22)主动制动；
    当驾驶员按下自适应巡航按钮后，电子控制单元(20)接受车前超声波测距系统(31)、车前雷达测距系统(32)、车前摄像测距系统(33)、车速传感器(17)、轮速传感器(19)、方向盘转角传感器(23)传来的有关信息，进行综合分析计算，判定前方行人、车辆、障碍物的距离是否属于安全距离；当属于安全距离时，本车保持原车速前进；当前方车辆距离少于安全距离时，电子控制单元(20)指令电子节气门(21)或电动机转速控制装置(25)以及液压控制单元(22)主动降低车速；当前方车辆距离超过安全距离时，电子控制单元(20)指令电子节气门(21)或电动机转速控制装置(25)，将车速加快至设定的巡航速度；当驾驶员踩下制动踏板(1)后，踏板位置传感器(15)的电压值在自由行程电压值时，电子控制单元(20)指令退出自适应巡航，进入常态加速制动操作；
    汽车倒退时，电子控制单元(20)接受车后超声波测距系统(30)、车速传感器(17)、轮速传感器(19)、方向盘转角传感器(23)传来的有关信息，进行综合分析计算，判定车后行人、车辆、障碍物的距离是否属于安全距离；不是，声光报警；当驾驶员没有反应时，指令液压控制单元(22)主动制动；
    当电子制动和电子加速系统出现故障时，使用人力制动主缸(4)加压制动汽车；当踩下人力制动踏板(27)时，切断电子节气门(21)的电源和电子制动与人力制动切换电磁阀(3)的电源，使发动机处于怠速状态，各制动分缸与人力制动主缸(4)接通，实现人力制动汽车。
  3. 根据权利要求1或2所述加速踏板和制动踏板合并且防撞防抱死的加速制动装置，其特征在于：
    将液压制动系统置换为气压制动系统；将液压控制单元(22)置换为气压控制单元(2)；将电动机转速控制装置(25)和电动机(26)去掉；取消电子制动与人力制动切换电磁阀(3)及人力制动装置；气压控制单元(2)取代气压制动系统中的串联式双腔制动阀；气压控制单元(2)中的进气电磁阀和排气电磁阀设置在制动气室上或设置在快放阀上，或单独设立再连接在制动气室或快放阀上；通过气压控制单元(2)中的进气电磁阀和排气电磁阀的开或关，控制各制动气室的制动压力大小，使汽车制动，或解除制动；运用气压制动系统中的手制动阀，进行紧急制动和驻车制动；构成加速踏板和制动踏板合为一体，采用电子控制气压制动，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子加速电子制动装置。
  4. 根据权利要求1或2或3所述加速踏板和制动踏板合并且防撞防抱死的加速制动装置，其特征在于：
    将制动踏板(1)、加速踏板(8)、踏板支架(6)、踏板支架与车体连接板(13)、脚边运动阻尼滑板(14)及其装配的各种弹簧、踏板轴、踏板传感器顺时针转90度，再镜像翻过来制作安装，便构成地装式加速踏板和制动踏板合为一体，采用电子控制液压制动或气压制动，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电 子加速电子制动装置。
  5. 根据权利要求1或2所述加速踏板和制动踏板合并且防撞防抱死的加速制动装置，其特征在于：
    将制动踏板(1)变为加速踏板乙(34)；将加速踏板(8)变为制动踏板乙(35)；将制动踏板乙(35)、加速踏板乙(34)、制动踏板回位扭转弹簧(7)通过踏板轴(5)安装在踏板支架(6)上；加速踏板乙(34)位于制动踏板乙(35)上方；加速踏板乙(34)与踏板轴(5)通过制动踏板与踏板轴静配合结构(16)静配合；制动踏板乙(35)、踏板支架(6)与踏板轴(5)动配合；制动踏板乙(35)和加速踏板乙(34)靠近踏板轴(5)的一端压在踏板支架底板(29)上定位其活动范围；制动踏板乙(35)另一端由加速踏板回位扭转弹簧(9)和加速踏板回位压缩弹簧(11)支撑在踏板支架底板(29)上；加速踏板乙(34)另一端由制动踏板回位扭转弹簧(7)支撑在踏板支架底板(29)上；构成加速踏板在上，制动踏板在下，采用电子控制液压制动，并与电子防抱死、电子制动力分配、电子防碰撞、自适应巡航联动的汽车电子加速电子制动装置；
    将加速踏板乙(34)分为上半行程、自由行程、下半行程，分别控制汽车加减速、怠速、制动；
    汽车启动后，电子控制单元(20)首先将正常运行标志设置为0；然后，判定变速杆是否在驻车档，或手动档汽车驻车制动杆是否拉起；是，保持发动机处于怠速状态；否，电子控制单元(20)进一步判定踏板位置传感器(15)的电压值是否低于最大值V5，当低于最大值V5时，进入加速踏板各行程操作；
    加速踏板乙上半行程，是指加速踏板乙(34)在P4至P3之间运动的行程；在该行程，电子控制单元(20)首先检查正常运行标志是否为0；当正常运行标志为0时，不管踏板位置传感器(15)的电压值大小，电子节气门(21)一直保持怠速状态；当正常运行标志为1，加速踏板乙(34)由P3点向上往P4点运动时，踏板位置传感器(15)产生V3至V4渐高电压值；电子控制单元根据该渐高电压值指令电子节气门(21)控制发动机(24)的转速由慢变快，或指令电动机转速控制装置(25)控制电动机(26)的转速由慢变快，使汽车加速；当加速踏板乙(34)由P4点向下往P3点运动时，踏板位置传感器(15)产生V4至V3渐低电压值；电子控制单元根据该渐低电压值指令电子节气门(21)控制发动机(24)的转速由快变慢，或指令电动机转速控制装置(25)控制电动机(26)的转速由快变慢，使汽车减速；在该行程，仪表盘上的行程信号灯显示绿色；
    加速踏板乙自由行程，是指加速踏板乙(34)在P3至P2之间运动的行程；在该行程，加速踏板乙(34)转动踏板轴(5)使踏板位置传感器(15)产生不同于加速踏板上半行程的渐变电压值；电子控制单元(20)根据加速踏板自由行程的渐变电压值，指令电子节气门(21)一直处于怠速状态，或者指令电动机转速控制装置(25)切断电动机(26)的电源，并将正常运行标志设置为1；在该行程，仪表盘上的行程信号灯显示黄色，并鸣笛一声；
    加速踏板乙下半行程，是指加速踏板乙(34)带动制动踏板乙(35)在P2至P1之间运动的行程；当加速踏板乙(34)带动制动踏板乙(35)由P2点向下往P1点运动时，踏板位置传感器(15)产生V2至V1渐低的电压值，电子控制单元(20)根据该渐低的电压 值指令液压控制单元(22)控制汽车各制动分缸压力逐渐变大，使各车轮逐渐减速直至汽车完全停止；同时，电子控制单元(20)接受车速传感器(17)、轮速传感器(19)和方向盘转角传感器(23)的信息，启动电子制动力分配程序，实现制动力合理分配；在接近完全制动时，防抱死程序开始工作，防止车轮抱死；当加速踏板乙(34)带动制动踏板乙(35)抬起时，加速踏板乙(34)由P1点向上往P2点运动，踏板位置传感器(15)产生V1至V2渐高的电压值，电子控制单元(20)根据该渐高的电压值指令液压控制单元(22)控制汽车各制动分缸压力迅速变小，使各车轮快速脱离制动；在该行程，电子控制单元(20)指令电子节气门(21)一直处于怠速状态，或指令电动机转速控制装置(25)切断电动机(26)的电源；仪表盘上的行程信号灯显示红色；
    在非自适应巡航状态下，驾驶员的脚要离开加速踏板乙(34)时，必须先制动，再将变速杆拔离驻车档或将手动档汽车的驻车制动杆拉起；驾驶员的脚离开加速踏板乙(34)后，电子控制单元(20)指令电子节气门(21)处于怠速状态，或者指令电动机转速控制装置(25)切断电动机(26)的电源，并将正常运行标志设置为0；
    当驾驶员的脚在无意中离开加速踏板乙(34)时，踏板位置传感器(15)的电压值达到最大值V5；电子控制单元根据V5电压值指令电子节气门(21)处于怠速状态，或者指令电动机转速控制装置(25)切断电动机(26)的电源，并将正常运行标志设置为0；接着检查驻车制动是否启用，未启用时，电子控制单元(20)指令液压控制单元(22)主动制动；
    当电子制动和电子加速系统出现故障时，使用人力制动主缸(4)加压制动汽车；当踩下人力制动踏板(27)时，切断电子节气门(21)的电源和电子制动与人力制动切换电磁阀(3)的电源，使发动机处于怠速状态，各制动分缸与人力制动主缸(4)接通，实现人力制动汽车；
    或者，采用气压制动系统代替液压制动系统进行制动。
  6. 根据权利要求1或2或3或4或5所述加速踏板和制动踏板合并且防撞防抱死的加速制动装置，其特征在于：
    能够应用于自动变速箱汽车、手动变速箱汽车、电动汽车、混合动力汽车、小型汽车、大型客车、公交车、游览车、货车、牵引车、工程汽车、三轮汽车；能够挂式安装，也能够地式安装。
PCT/CN2016/000105 2015-03-06 2016-03-02 加速踏板和制动踏板合并且防撞防抱死的加速制动装置 WO2017147727A1 (zh)

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