WO2024082766A1 - 联动调节动能回收结构和调节方法 - Google Patents

联动调节动能回收结构和调节方法 Download PDF

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Publication number
WO2024082766A1
WO2024082766A1 PCT/CN2023/110139 CN2023110139W WO2024082766A1 WO 2024082766 A1 WO2024082766 A1 WO 2024082766A1 CN 2023110139 W CN2023110139 W CN 2023110139W WO 2024082766 A1 WO2024082766 A1 WO 2024082766A1
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WO
WIPO (PCT)
Prior art keywords
pedal
control line
assembly
brake
kinetic energy
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Application number
PCT/CN2023/110139
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English (en)
French (fr)
Inventor
叶鹏
Original Assignee
叶鹏
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Publication date
Application filed by 叶鹏 filed Critical 叶鹏
Publication of WO2024082766A1 publication Critical patent/WO2024082766A1/zh

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Classifications

    • 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
    • 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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking

Definitions

  • the present application relates to the field of kinetic energy recovery technology, for example, to a linkage-regulated kinetic energy recovery structure and regulation method.
  • New energy vehicles play a very important role in modern life.
  • new energy vehicles start kinetic energy recovery (called single-pedal mode on some models) when the driver releases the accelerator pedal (accelerator, ignition).
  • Kinetic energy recovery will produce a strong sense of drag, seriously affecting the comfort of driving and riding; the deceleration caused by releasing the accelerator pedal is different from the car braking deceleration in related technologies. This logical difference may make it difficult for the driver to make correct braking operations in an emergency, posing a safety hazard.
  • the present application provides a linkage-adjustable kinetic energy recovery structure and an adjustment method, which can improve driving and riding comfort and eliminate safety hazards.
  • an embodiment of the present application provides a linkage-adjustable kinetic energy recovery structure, comprising: an accelerator pedal assembly, a brake pedal assembly, a control line and a transmission assembly, wherein the control line is respectively connected to the accelerator pedal assembly and the transmission assembly through the transmission assembly, the portion of the control line located between the transmission assembly and the brake pedal assembly is a first control line, the portion of the control line located between the transmission assembly and the accelerator pedal assembly is a second control line, the transmission assembly is disposed on a vehicle body, and the position and height of the transmission assembly relative to the vehicle body are adjustable, the transmission assembly can adjust the lengths of the first control line and the second control line, so that when the brake pedal assembly is in a reset state, the accelerator pedal assembly is in a force-deflected state.
  • an embodiment of the present application provides a regulation method, which uses the linkage regulation kinetic energy recovery structure as described above to regulate the kinetic energy recovery of a vehicle, including:
  • the accelerator pedal assembly and the brake pedal assembly are released, the brake pedal assembly is reset, the brake pedal assembly puts the accelerator pedal assembly in a stressed state through a control line, and the accelerator pedal assembly is relatively
  • the vehicle body is located at the junction of the power recovery area and the non-power recovery area, so that the vehicle is in a natural sliding state, wherein the power recovery area is located above the non-power recovery area;
  • the brake pedal assembly is reset, and stepping on the accelerator pedal assembly, the accelerator pedal assembly is located in the non-power recovery area, so that the vehicle accelerates;
  • the accelerator pedal assembly is released, and the brake pedal assembly is depressed.
  • the brake pedal assembly places the accelerator pedal assembly in a power recovery zone through the control line, so that the vehicle recovers kinetic energy.
  • FIG1 is a schematic diagram of a linkage adjustment kinetic energy recovery structure provided in an embodiment of the present application.
  • FIG2 is a schematic diagram of a brake pedal assembly in a linkage adjustment kinetic energy recovery structure provided in an embodiment of the present application
  • FIG3 is a schematic diagram of a pulley in a linkage-adjustable kinetic energy recovery structure provided in an embodiment of the present application
  • FIG. 4 is a schematic diagram of a first pedal and a zero kinetic energy recovery position in a linkage adjustment kinetic energy recovery structure provided in an embodiment of the present application;
  • FIG5 is a flow chart of an adjustment method provided by an embodiment of the present application.
  • FIG6 is a schematic diagram of a brake pedal assembly in a linkage adjustment kinetic energy recovery structure provided by another embodiment of the present application.
  • FIG7 is a schematic diagram of a brake pedal assembly in a linkage adjustment kinetic energy recovery structure provided by another embodiment of the present application.
  • FIG8 is a schematic diagram of the connection between the brake connecting rod and the end of the booster push rod provided by an embodiment of the present application.
  • FIG9 is a schematic diagram of a brake connecting rod provided by an embodiment of the present application when the end of the brake connecting rod is connected to the end of the booster push rod in position A;
  • FIG10 is a schematic diagram of a brake connecting rod provided by an embodiment of the present application when the end of the brake connecting rod is connected to the end of the booster push rod in position B;
  • FIG11 is a schematic diagram of the connection between the brake connecting rod and the end of the booster push rod provided by another embodiment of the present application.
  • FIG12 is a schematic diagram of an accelerator pedal assembly in a linkage-adjustable kinetic energy recovery structure provided in an embodiment of the present application
  • FIG. 13 is a schematic diagram of an accelerator pedal assembly in a linkage-adjustable kinetic energy recovery structure provided in yet another embodiment of the present application.
  • the terms “installed”, “connected”, and “connected” should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal communication of two components.
  • installed can be a fixed connection or a detachable connection
  • it can be a mechanical connection or an electrical connection
  • it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal communication of two components.
  • the present application provides a linkage adjustment kinetic energy recovery structure, which includes an accelerator pedal assembly 1, a brake pedal assembly 2, a control line and a transmission assembly 5.
  • the control line is connected to the accelerator pedal assembly 1 through the transmission assembly 5.
  • the portion of the control line located between the transmission assembly 5 and the brake pedal assembly 2 is the first control line 3
  • the portion of the control line located between the transmission assembly 5 and the accelerator pedal assembly 1 is the second control line 4.
  • the transmission assembly 5 is arranged on the vehicle body 6, and the position and height of the transmission assembly 5 relative to the vehicle body 6 can be adjusted.
  • the transmission assembly 5 can adjust the length of the first control line 3 and the second control line 4, so that when the brake pedal assembly 2 is in a reset state, the accelerator pedal assembly 1 is in a force deflection state.
  • the transmission component 5 is an electric control servo structure, the control line can input a displacement signal, and the electric control servo structure is configured to control and adjust the length of the control line according to the displacement signal.
  • the restoring force of the brake pedal assembly 2 on the vehicle is greater than the restoring force of the accelerator pedal assembly 1, when the brake pedal assembly 2 is in the reset state, the accelerator pedal assembly 1 is in a stressed state, and the accelerator pedal assembly 1 fails to be fully reset, and the vehicle is in a non-kinetic energy recovery state, so that the vehicle can slide naturally to avoid the dragging feeling caused by kinetic energy recovery. In this way, the driving and riding comfort can be improved, and the driver can judge whether to step on the brake pedal assembly 2 as needed, thereby eliminating safety hazards.
  • the accelerator pedal assembly 1 includes a first pedal 11 and a switch connecting rod 12 connected to each other.
  • the first pedal 11 can control the opening of the switch through the switch connecting rod 12, and one end of the second control line 4 is arranged on the switch connecting rod 12.
  • the switch connecting rod 12 is driven, thereby turning on the switch.
  • the second control line 4 is shortened and the first control line 3 is extended, so that the brake pedal assembly 2 is not affected.
  • the accelerator pedal assembly 1 may be an organ pedal, which is not too restrictive.
  • the brake pedal assembly 2 includes a second pedal assembly and a brake connecting rod 22 connected to each other.
  • the second pedal assembly can control the braking of the vehicle through the brake connecting rod 22.
  • One end of the first control line 3 is connected to the second pedal assembly or the brake connecting rod 22.
  • the second pedal assembly is stepped on, and the second pedal assembly drives the first control line 3 to move, so that the first control line 3 is shortened and the second control line 4 is extended.
  • the first pedal 11 is reset to recover kinetic energy.
  • the second pedal assembly includes a buffer pedal 21 and a brake pedal 23, the brake pedal 23 is connected to the brake connecting rod 22 or the vehicle body 6, the buffer pedal 21 is rotatably arranged on the brake connecting rod 22, the buffer pedal 21 and the brake pedal 23 are arranged at intervals to form a buffer stroke, one end of the first control line 3 is connected to the buffer pedal 21, and the buffer pedal 21 is configured as follows: when the buffer pedal 21 is stepped on, it can abut against the brake pedal 23, when the buffer pedal 21 is in the buffer stroke, the second control line 4 becomes longer, the accelerator pedal assembly 1 is lifted, and the vehicle is in a kinetic energy recovery state.
  • the buffer pedal 21 By setting the buffer pedal 21, when slight braking is required, the buffer pedal 21 can be stepped on, and the buffer pedal 21 moves in the buffer stroke, so that the force applied to the first pedal 11 is reduced, and the first pedal 11 moves toward the reset position, so that the vehicle recovers kinetic energy.
  • the buffer pedal 21 includes a pedal portion 211 and a connecting portion 212 connected to each other, the connecting portion 212 is rotatably arranged on the brake connecting rod 22 or the vehicle body 6, the pedal portion 211 is spaced apart from the brake pedal 23, an elastic member 213 is arranged between the connecting portion 212 and the brake connecting rod 22, and the elastic member 213 always has a tendency to separate the pedal portion 211 from the brake pedal 23.
  • the elastic member 213 can be fixed on the side of the connecting portion 212 away from the brake connecting rod 22, and the elastic member 213 always has a tendency to separate the pedal portion 211 from the brake pedal 23.
  • a buffer stroke and a braking stroke can be formed, which is convenient for the driver to control.
  • the second pedal assembly includes a brake pedal 23, and the vehicle's power-boosting pump 100 is provided with a power-boosting push rod 200, which is hinged to the brake connecting rod 22, and an elastic member 213 is provided on the side of the connecting portion 212 away from the brake connecting rod 22, and the first end of the elastic member 213 is a fixed end, and the second end of the elastic member 213 is fixedly connected to the brake connecting rod 22, and the elastic member 213 and the power-boosting pump 100 are respectively located on both sides of the brake connecting rod 22 or on the same side of the brake connecting rod 22.
  • FIG. 7 the vehicle's power-boosting pump 100 is provided with a power-boosting push rod 200, which is hinged to the brake connecting rod 22, and an elastic member 213 is provided on the side of the connecting portion 212 away from the brake connecting rod 22, and the first end of the elastic member 213 is a fixed end, and the second end of the elastic member 213 is fixedly connected to the brake connecting rod 22, and the elastic member 213 and the power-boosting pump 100 are respectively located on both sides
  • the end portion of the power-boosting push rod 200 connected to the brake connecting rod 22 is U-shaped, and through holes 201 are provided on both sides of the end portion, and the brake connecting rod 22 is provided with connecting holes 221 corresponding to the through holes 201.
  • the connecting pins 7 are connected in sequence. Pass through the through hole 201 and the connecting hole 221.
  • the diameter of the bayonet 7 is equal to the diameter of the through hole and the connecting hole, respectively.
  • the diameter of the bayonet 7 is smaller than the diameter of the through hole 201.
  • position A is the position when the brake connecting rod 22 is fully lifted under the action of the elastic member 213.
  • position B is the position where the brake connecting rod 22 falls when the brake connecting rod 22 is stepped down to the critical point of the booster pump 100.
  • the stroke between position A and position B is the buffer stroke, wherein position A and position B are examples of two extreme positions of the brake connecting rod 22 in one embodiment and do not play a limiting role.
  • the elastic member 213 is disposed at the connection between the brake connecting rod 22 and the booster push rod 200 , thereby achieving buffering of the brake connecting rod 22 .
  • the elastic member 213 is a compression spring.
  • the transmission assembly 5 includes a fixing plate 51, which is disposed on the vehicle body 6, and a support member 52 is disposed on the fixing plate 51, and a pulley 53 is rotatably disposed on the support member 52, and the relative height and position of the pulley 53 on the support member 52 can be adjusted, and one end of the first control line 3 and one end of the second control line 4 are wound around the pulley 53.
  • the installation position of the fixing plate 51 on the vehicle body 6 and adjusting the relative height of the pulley 53 on the support member 52 the length of the first control line 3 and the second control line 4 can be adjusted, and the position of the accelerator pedal assembly 1 for kinetic energy recovery can be adjusted according to actual needs.
  • the first control line 3 and the second control line 4 may be one control line, and the connection transition point between the first control line 3 and the second control line 4 is in sliding contact with the pulley 53 .
  • a parallel pulley 531 is coaxially fixedly arranged on the pulley 53, one end of the first control line 3 is wound around the pulley 53, and one end of the second control line 4 is wound around the parallel pulley 531.
  • the diameters of the pulley 53 and the parallel pulley 531 are designed according to actual needs, so as to achieve different transmission ratios.
  • this structure can enable the brake pedal assembly 2 to be restored first.
  • the number of pulleys 53 is not limited, and it can be one or more.
  • a connecting rod may be used as the transmission component 5, and a pulley 53 may be used to achieve a transmission ratio of 1 between the first control line 3 and the second control line 4.
  • Different transmission ratios may be achieved by using a connecting rod or other transmission forms. No excessive restrictions are imposed on the form of the transmission component 5.
  • the first pedal 11 is rotatably arranged relative to the vehicle body 6.
  • the movable area of the first pedal 11 relative to the vehicle body 6 is divided into a power recovery area S1 and a non-power recovery area S2.
  • the power recovery area S1 is located between the non-power recovery area S2 and the power recovery area S1.
  • the vehicle is in a power recovery state; when the first pedal 11 is in the non-power recovery area S2, the vehicle is in a driving state; when the first pedal 11 is located at the junction S3 of the power recovery area S1 and the non-power recovery area S2, the vehicle is in a natural sliding state.
  • the first pedal 11 When the first pedal 11 is located at the junction S3 of the power recovery area S1 and the non-power recovery area S2, that is, the zero kinetic energy recovery point, by adjusting the first control line 3 and the second control line 4, in the natural state (the human foot is neither on the buffer pedal 21 nor on the first pedal 11), the position of the first pedal 11 is the zero kinetic energy recovery point, at which time the electric vehicle can slide naturally and eliminate the dragging feeling caused by kinetic energy recovery. Moreover, the foot can be placed on the buffer pedal 21 at this time, and the driver can handle sudden emergency braking in the first time to enhance safety.
  • control line is provided with a length adjusting device 31, which can adjust the length of the control line.
  • a length adjusting device 31 which can adjust the length of the control line.
  • This embodiment also provides a regulation method, which uses the above linkage regulation kinetic energy recovery structure to regulate the kinetic energy recovery of the vehicle, as shown in FIG5 , and the method includes the following steps:
  • the accelerator pedal assembly 1 and the brake pedal assembly 2 are released, the brake pedal assembly 2 is reset, and the brake pedal assembly 2 puts the accelerator pedal assembly 1 in a stressed state through the control line.
  • the accelerator pedal assembly 1 is located at the junction of the power recovery area S1 and the non-power recovery area S2 relative to the vehicle body 6, or S1 is close to S3, so that the vehicle is in a natural sliding state or a weak kinetic energy recovery state: wherein the power recovery area S1 is located above the non-power recovery area S2;
  • the brake pedal assembly 2 is released, the brake pedal assembly 2 is reset, the accelerator pedal assembly 1 is pressed, the accelerator pedal assembly 1 is located in the non-power recovery area S2, the vehicle accelerates, and the vehicle is in an accelerated driving state;
  • the accelerator pedal assembly 1 is released, and the brake pedal assembly 2 is pressed.
  • the brake pedal assembly 2 places the accelerator pedal assembly 1 in the power recovery area S1 through the control line, and the vehicle recovers kinetic energy. At this time, the vehicle is in a kinetic energy recovery state.
  • the second embodiment provides a linkage adjustment kinetic energy recovery structure.
  • the linkage adjustment kinetic energy recovery structure of this embodiment is different from that of the first embodiment in that: as shown in FIG12, the accelerator pedal assembly 1 includes a first pedal 11 and a buffer pedal 21 as shown in the first embodiment.
  • the first pedal 11 is connected to the switch connecting rod 12 or the vehicle body 6.
  • the buffer pedal 21 is rotatably arranged on the switch connecting rod 12.
  • the buffer pedal 21 and the switch connecting rod 12 are spaced apart to form a buffer stroke.
  • One end of the second control line 4 is connected to the buffer pedal 21.
  • the buffer pedal 21 is configured as follows: When the buffer pedal 21 is stepped on, it can abut against the first pedal 11. When the buffer pedal 21 is in the buffer stroke, the first control line 3 becomes longer, the accelerator pedal assembly 1 is lifted, and the vehicle is in a kinetic energy recovery state.
  • the buffer pedal 21 can be stepped on during acceleration, and the buffer pedal 21 moves in the buffer stroke, thereby reducing the force applied to the first pedal 11, and the first pedal 11 moves toward the reset position, thereby optimizing the structure of the accelerator pedal assembly 1 and providing a buffer stroke.
  • the buffer pedal 21 includes a pedal portion 211 and a connecting portion 212 which are connected to each other.
  • the connecting portion 212 is rotatably set on the throttle connecting rod 12 or the vehicle body 6.
  • the pedal portion 211 is spaced apart from the first pedal 11.
  • An elastic member 213 is arranged between the connecting portion 212 and the throttle connecting rod 12. The elastic member 213 always has a tendency to separate the pedal portion 211 from the first pedal 11, which is convenient for the driver to control.
  • the elastic member 213 can be arranged and fixed on the side of the connecting portion 212 away from the switch connecting rod 12, and at this time, the elastic member 213 always has a tendency to separate the pedal portion 211 from the first pedal 11. Through the above arrangement, a buffer stroke can be formed, which is convenient for the driver to control.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Mechanical Control Devices (AREA)
  • Braking Elements And Transmission Devices (AREA)

Abstract

一种联动调节动能回收结构和调节方法，联动调节动能回收结构包括加速踏板组件（1）、刹车踏板组件（2）、控制线和传动组件（5），控制线通过传动组件（5）分别与加速踏板组件（1）以及传动组件（5）连接，控制线位于传动组件（5）与刹车踏板组件（2）之间的部分为第一控制线（3），控制线位于传动组件（5）与加速踏板组件（1）之间的部分为第二控制线（4），传动组件（5）设置在车体（6）上，且传动组件（5）相对车体（6）的位置及高度可调节。

Description

联动调节动能回收结构和调节方法
本申请要求申请日为2022年10月20日、申请号为202211287719.9的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及动能回收技术领域，例如涉及一种联动调节动能回收结构和调节方法。
背景技术
新能源汽车在现代的生活中，扮演着非常重要的角色。新能源汽车为了提升电池续航能力，在驾驶员松开加速踏板(油门、电门)时开始动能回收(在有些车型上称为单踏板模式)。动能回收会产生很强的拖拽感，严重影响驾驶乘坐的舒适性；松开加速踏板后导致的减速与相关技术中的汽车刹车减速是不相同的，此逻辑性的差异可能导致驾驶者在紧急情况下，难以做出正确的制动操作，存在安全隐患。
发明内容
本申请提供了一种联动调节动能回收结构和调节方法，能够提升驾驶和乘坐的舒适性，而且能够消除安全隐患。
第一方面，本申请一实施例提供了一种联动调节动能回收结构，包括：加速踏板组件、刹车踏板组件、控制线和传动组件，其中，所述控制线通过所述传动组件分别与所述加速踏板组件以及所述传动组件连接，所述控制线位于所述传动组件与所述刹车踏板组件之间的部分为第一控制线，所述控制线位于所述传动组件与所述加速踏板组件之间的部分为第二控制线，所述传动组件设置在车体上，且所述传动组件相对所述车体的位置及高度可调节，所述传动组件能够调节所述第一控制线和所述第二控制线的长度，使得所述刹车踏板组件处于复位状态时，所述加速踏板组件处于受力偏转状态。
第二方面，本申请一实施例提供了一种调节方法，采用如上所述的联动调节动能回收结构对车辆的动能回收进行调节，包括：
释放加速踏板组件和刹车踏板组件，所述刹车踏板组件复位，所述刹车踏板组件通过控制线使所述加速踏板组件处于受力状态，所述加速踏板组件相对 车体位于动力回收区与非动力回收区的交接处，使车辆处于自然滑行状态，其中，所述动力回收区位于所述非动力回收区的上方；
释放所述刹车踏板组件，所述刹车踏板组件复位，踩下所述加速踏板组件，所述加速踏板组件位于所述非动力回收区，使车辆加速行驶；及
释放所述加速踏板组件，踩下所述刹车踏板组件，所述刹车踏板组件通过所述控制线使得所述加速踏板组件处于动力回收区，使车辆进行动能回收。
附图说明
图1是本申请一实施例提供的联动调节动能回收结构的示意图；
图2是本申请一实施例提供的联动调节动能回收结构中刹车踏板组件的示意图；
图3是本申请一实施例提供的联动调节动能回收结构中滑轮的示意图；
图4是本申请一实施例提供的联动调节动能回收结构中第一踏板与零动能回收位置的示意图；
图5是本申请一实施例提供的调节方法的流程图；
图6是本申请又一实施例提供的联动调节动能回收结构中刹车踏板组件的示意图；
图7是本申请另一实施例提供的联动调节动能回收结构中刹车踏板组件的示意图；
图8是本申请一实施例提供的刹车连接杆与助力推杆端部连接的示意图；
图9是本申请一实施例提供的刹车连接杆与助力推杆端部连接时处于A位置时的示意图；
图10是本申请一实施例提供的刹车连接杆与助力推杆端部连接时处于B位置时的示意图；
图11是本申请又一实施例提供的刹车连接杆与助力推杆端部连接的示意图；
图12是本申请一实施例提供的联动调节动能回收结构中加速踏板组件的示意图；
图13是本申请又一实施例提供的联动调节动能回收结构中加速踏板组件的示意图。
图中：
1、加速踏板组件；11、第一踏板；12、电门连接杆；2、刹车踏板组件；
21、缓冲踏板；211、踏板部；212、连接部；213、弹性件；22、刹车连接杆；221、连接孔；23、制动踏板；3、第一控制线；31、长度调节装置；4、第二控制线；5、传动组件；51、固定板；52、支撑件；53、滑轮；531、并联滑轮；6、车体；S1、动力回收区；S2、非动力回收区；S3、交界处；7、卡销；
100、助力泵；200、助力推杆；201、通孔。
具体实施方式
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
实施例一
在驾驶新能源汽车的过程中，为了能够提升驾驶和乘坐的舒适性，而且能够消除安全隐患，如图1-图4所示，本申请提供一种联动调节动能回收结构，联动调节动能回收结构包括加速踏板组件1、刹车踏板组件2、控制线和传动组件5，控制线通过传动组件5与加速踏板组件1连接，控制线位于传动组件5与刹车踏板组件2之间的部分为第一控制线3，控制线位于传动组件5与加速踏板组件1之间的部分为第二控制线4，传动组件5设置在车体6上，且传动组件5相对车体6的位置及高度能够调节，传动组件5能够调节第一控制线3和第二控制线4的长度，使得刹车踏板组件2处于复位状态时，加速踏板组件1处于受力偏转状态。
传动组件5为电控伺服结构，所述控制线可输入位移信号，所述电控伺服结构设置为根据所述位移信号控制调节控制线的长度。
一般的，由于车辆上刹车踏板组件2的回复力大于加速踏板组件1的回复力，从而使得刹车踏板组件2处于复位状态时，加速踏板组件1处于受力状态，加速踏板组件1未能完全复位，车辆处于非动能回收状态，如此车辆可以自然滑行，避免动能回收的产生的拖拽感。通过上述方式，能够提升驾驶和乘坐的舒适性，而且驾驶员可以根据需要判断是否踩踏刹车踏板组件2，从而消除安全隐患。
在一实施例中，加速踏板组件1包括相互连接的第一踏板11和电门连接杆12，第一踏板11能够通过电门连接杆12控制电门的开度，所第二控制线4的一端设置在电门连接杆12上。通过踩踏第一踏板11带动电门连接杆12，从而对电门进行 控制。在踩下第一踏板11后，第二控制线4缩短，第一控制线3伸长，从而不会对刹车踏板组件2造成影响。在其他实施例中，加速踏板组件1可以采用风琴踏板，在此不做过多限制。
在一实施例中，刹车踏板组件2包括相互连接的第二踏板组件和刹车连接杆22，第二踏板组件能够通过刹车连接杆22控制车辆制动，第一控制线3的一端与第二踏板组件或者刹车连接杆22连接。在进行制动的过程中，踩踏第二踏板组件，第二踏板组件带动第一控制线3运动，从而使得第一控制线3缩短，第二控制线4伸长，进行刹车制动的过程中，同时第一踏板11复位进行动能回收。
在一实施例中，第二踏板组件包括缓冲踏板21和制动踏板23，制动踏板23与刹车连接杆22或者车体6连接，缓冲踏板21转动设置在刹车连接杆22上，缓冲踏板21与制动踏板23间隔设置形成缓冲行程，第一控制线3的一端与缓冲踏板21连接，缓冲踏板21被配置为：缓冲踏板21被踩踏时，能够与制动踏板23抵接，在缓冲踏板21处于缓冲行程过程中，第二控制线4变长，加速踏板组件1抬起，车辆处于动能回收状态。通过设置缓冲踏板21，能够在需要进行轻微制动时，踩踏缓冲踏板21，缓冲踏板21在缓冲行程中运动，从而使得施加在第一踏板11上的力减小，第一踏板11朝向复位位置运动，使得车辆进行动能回收。
在一实施例中，缓冲踏板21包括相互连接的踏板部211和连接部212，连接部212转动设置在刹车连接杆22或者车体6上，踏板部211与制动踏板23间隔设置，连接部212与刹车连接杆22之间设置有弹性件213，弹性件213始终具有使踏板部211与制动踏板23分离的趋势。通过上述设置，能够形成缓冲行程和制动行程，便于驾驶员进行控制。
在一实施例中，如图6所示，弹性件213可以设置于连接部212背离刹车连接杆22的一侧固定，此时，弹性件213始终具有使踏板部211与制动踏板23分离的趋势。通过上述设置，能够形成缓冲行程和制动行程，便于驾驶员进行控制。
在一实施例中，如图7所示，第二踏板组件包括制动踏板23，车辆的助力泵100设有助力推杆200，助力推杆200与刹车连接杆22铰接，连接部212背离刹车连接杆22的一侧设置有弹性件213，弹性件213的第一端为固定端，弹性件213的第二端与刹车连接杆22固定连接，且弹性件213和助力泵100分别位于刹车连接杆22的两侧或位于刹车连接杆22同侧。如图8所示，助力推杆200与刹车连接杆22连接的端部为U型，该端部两侧开设通孔201，刹车连接杆22上设置有与通孔201对应的连接孔221，当刹车连接杆22与助力推杆200连接时，连接卡销7依次 穿过通孔201与连接孔221。相关技术中，卡销的直径分别与通孔和连接孔的直径相等，在本实施例中，卡销7的直径小于通孔201的直径，通过减小卡销7的直径，实现对助力推杆200与刹车连接杆22之间的连接处提供缓冲行程。如图9所示，位置A为刹车连接杆22在弹性件213的作用下完全抬起时的位置，如图10所示，位置B为当刹车连接杆22被踩下至助力泵100的临界点时刹车连接杆22落下的位置，位置A与位置B之间的行程为缓冲行程，其中，位置A和位置B为一实施例中刹车连接杆22的两个极限位置的示例，不起限定作用。当卡销7的直径与通孔201的直径相差较大时，缓冲行程较大，当卡销7的直径与通孔201的直径相差较小时，缓冲行程较小。
此外，在一实施例中，如图11所示，弹性件213设置于刹车连接杆22与助力推杆200的连接处，从而实现对刹车连接杆22的缓冲。
在本实施例中，弹性件213为压缩弹簧。
在一实施例中，传动组件5包括固定板51，固定板51设置在车体6上，固定板51上设置有支撑件52，支撑件52上转动设置有滑轮53，滑轮53在支撑件52上的相对高度和位置能够调节，第一控制线3的一端和第二控制线4的一端绕设在滑轮53上。通过调节固定板51在车体6上安装的位置，以及调节滑轮53在支撑件52上的相对高度，从而调节第一控制线3和第二控制线4的长度，能够根据实际的需要调整加速踏板组件1进行动能回收的位置。
当滑轮53只设置一个时，第一控制线3和第二控制线4可以为一根控制线，第一控制线3和第二控制线4的连接过渡处与滑轮53滑动抵接。
在一实施例中，滑轮53上同轴线固定设置有并联滑轮531，第一控制线3的一端绕设在滑轮53上，第二控制线4的一端绕设在并联滑轮531上。通过上述设置，根据实际的需要设计滑轮53和并联滑轮531的直径，从而实现不同的传动比。而且，当刹车踏板组件2的回复力小于加速踏板组件1的回复力时，此结构可以使刹车踏板组件2优先恢复。在本申请中，对滑轮53的数量不作限定，可以为一个也可以为多个。
在其他实施例中，也可以采用连杆作为传动组件5，采用滑轮53，可以实现第一控制线3和第二控制线4之间传动比为1的传动，通过采用连杆或者其他传动形式，可以实现不同的传动比，在此对传动组件5的形式不做过多限制。
如图4所示，第一踏板11相对车体6转动设置，第一踏板11相对车体6的活动区域分为动力回收区S1和非动力回收区S2，动力回收区S1位于非动力回收区S2 的上方，当第一踏板11处于动力回收区S1时，车辆处于动力回收状态，当第一踏板11处于非动力回收区S2时，车辆处于驱动状态，当第一踏板11位于动力回收区S1与非动力回收区S2的交界处S3时，车辆处自然滑行状态。通过控制第一踏板11位于不同的区域，即可实现不同行车模式。当第一踏板11位于动力回收区S1与非动力回收区S2的交界处S3，即零动能回收处，通过调节第一控制线3和第二控制线4，使得自然状态下(人脚既不在缓冲踏板21上，也不在第一踏板11上)时，第一踏板11位置为零动能回收处，此时可以使电动车自然滑行，消除动能回收带来的拖拽感。而且此时可以将脚放置于缓冲踏板21上，司机可以第一时间处理突发紧急制动，增强安全性。
在一实施例中，控制线上设置有长度调节装置31，长度调节装置31能够调节控制线的长度。通过设置长度调节装置31，便于对控制线的长度进行调节。
本实施例还提供了一种调节方法，采用如上的联动调节动能回收结构对车辆的动能回收进行调节，如图5所示，所述方法包括如下步骤：
释放加速踏板组件1和刹车踏板组件2，刹车踏板组件2复位，刹车踏板组件2通过控制线使加速踏板组件1处于受力状态，加速踏板组件1相对车体6位于动力回收区S1与非动力回收区S2的交接处或者S1靠近S3附近，以使车辆处于自然滑行状态或者弱动能回收状态：其中，动力回收区S1位于非动力回收区S2的上方；
释放刹车踏板组件2，刹车踏板组件2复位，踩下加速踏板组件1，加速踏板组件1位于非动力回收区S2，车辆加速行驶，此时车辆处于加速驱动状态；
释放加速踏板组件1，踩下刹车踏板组件2，刹车踏板组件2通过控制线使得加速踏板组件1处于动力回收区S1，车辆进行动能回收，此时车辆处于动能回收状态。
通过上述方式，能够根据实际的需要进行自然滑行、加速驱动或者动能回收，提升车辆控制的灵活性。
实施例二
实施例二提供了一种联动调节动能回收结构，本实施例的联动调节动能回收结构与实施例一的区别在于：如图12所示，加速踏板组件1包括第一踏板11及如实施例一所示的缓冲踏板21，第一踏板11与电门连接杆12或者车体6连接，缓冲踏板21转动设置在电门连接杆12上，缓冲踏板21与电门连接杆12间隔设置形成缓冲行程，第二控制线4的一端与缓冲踏板21连接，缓冲踏板21被配置为：缓 冲踏板21被踩踏时，能够第一踏板11抵接，在缓冲踏板21处于缓冲行程过程中，第一控制线3变长，加速踏板组件1抬起，车辆处于动能回收状态。
通过设置缓冲踏板21，能够在加速行驶时，踩踏缓冲踏板21，缓冲踏板21在缓冲行程中运动，从而使得施加在第一踏板11上的力减小，第一踏板11朝向复位位置运动，优化了加速踏板组件1的结构，提供缓冲行程。
在一实施例中，缓冲踏板21包括相互连接的踏板部211和连接部212，连接部212转动设置在电门连接杆12或者车体6上，踏板部211与第一踏板11间隔设置，连接部212与电门连接杆12之间设置有弹性件213，弹性件213始终具有使踏板部211与第一踏板11分离的趋势，便于驾驶员进行控制。
在一实施例中，如图13所示，弹性件213可以设置于连接部212背离电门连接杆12的一侧固定，此时，弹性件213始终具有使踏板部211与第一踏板11分离的趋势。通过上述设置，能够形成缓冲行程，便于驾驶员进行控制。

Claims (14)

  1. 联动调节动能回收结构，包括：加速踏板组件(1)、刹车踏板组件(2)、控制线和传动组件(5)；
    其中，所述控制线通过所述传动组件(5)分别与所述加速踏板组件(1)以及所述传动组件(5)连接，所述控制线位于所述传动组件(5)与所述刹车踏板组件(2)之间的部分为第一控制线(3)，所述控制线位于所述传动组件(5)与所述加速踏板组件(1)之间的部分为第二控制线(4)，所述传动组件(5)设置在车体(6)上，且所述传动组件(5)相对所述车体(6)的位置及高度可调节，所述传动组件(5)能够调节所述第一控制线(3)和所述第二控制线(4)的长度，使得所述刹车踏板组件(2)处于复位状态时，所述加速踏板组件(1)处于受力偏转状态。
  2. 根据权利要求1所述的联动调节动能回收结构，其中，所述加速踏板组件(1)包括相互连接的第一踏板(11)和电门连接杆(12)，所述第一踏板(11)能够通过所述电门连接杆(12)控制电门的开度，所述第二控制线(4)的一端与所述电门连接杆(12)或者所述第一踏板(11)连接。
  3. 根据权利要求1所述的联动调节动能回收结构，其中，所述刹车踏板组件(2)包括相互连接的第二踏板组件和刹车连接杆(22)，所述第二踏板组件能够通过所述刹车连接杆(22)控制车辆制动，所述第一控制线(3)的一端与所述第二踏板组件或者所述刹车连接杆(22)连接。
  4. 根据权利要求3所述的联动调节动能回收结构，其中，所述第二踏板组件包括缓冲踏板(21)和制动踏板(23)，所述制动踏板(23)与所述刹车连接杆(22)连接，所述缓冲踏板(21)转动设置在所述刹车连接杆(22)或者所述车体(6)上，所述缓冲踏板(21)与所述制动踏板(23)间隔设置形成缓冲行程，所述第一控制线(3)的一端与所述缓冲踏板(21)连接，所述缓冲踏板(21)被配置为：踩踏所述缓冲踏板(21)，能够使所述缓冲踏板(21)与所述制动踏板(23)抵接，在所述缓冲踏板(21)处于缓冲行程过程中，所述第二控制线(4)变长，所述加速踏板组件(1)抬起，车辆处于动能回收状态。
  5. 根据权利要求4所述的联动调节动能回收结构，其中，所述缓冲踏板(21)包括相互连接的踏板部(211)和连接部(212)，所述连接部(212)转动设置在所述刹车连接杆(22)或者所述车体(6)上，所述踏板部(211)与所述制动踏板(23)间隔设置，所述连接部(212)与所述刹车连接杆(22)之间设置有弹性件(213)，所述弹性件(213)始终具有使所述踏板部(211)与所述制动踏板(23)分离的趋势。
  6. 根据权利要求5所述的联动调节动能回收结构，其中，所述弹性件(213) 为压缩弹簧。
  7. 根据权利要求1所述的联动调节动能回收结构，其中，所述传动组件(5)包括固定板(51)，所述固定板(51)设置在所述车体(6)上，所述固定板(51)上设置有支撑件(52)，所述支撑件(52)上转动设置有滑轮(53)，所述滑轮(53)在所述支撑件(52)的相对高度和位置可调节，所述第一控制线(3)的一端和所述第二控制线(4)的一端绕设在所述滑轮(53)上。
  8. 根据权利要求2所述的联动调节动能回收结构，其中，所述第一踏板(11)相对所述车体(6)转动设置，所述第一踏板(11)相对所述车体(6)的活动区域分为动力回收区(S1)和非动力回收区(S2)，所述动力回收区(S1)位于所述非动力回收区(S2)的上方，当所述第一踏板(11)处于所述动力回收区(S1)时，车辆处于动力回收状态，当所述第一踏板(11)处于所述非动力回收区(S2)时，车辆处于驱动状态，当所述第一踏板(11)位于所述动力回收区(S1)与所述非动力回收区(S2)的交界处(S3)时，车辆处自然滑行状态。
  9. 根据权利要求1所述的联动调节动能回收结构，其中，所述控制线上设置有长度调节装置(31)，所述长度调节装置(31)能够调节所述控制线的长度。
  10. 根据权利要求4所述的联动调节动能回收结构，其中，所述刹车连接杆(22)设置为与车辆的助力泵(100)设有助力推杆(200)铰接，助力推杆(200)与刹车连接杆(22)连接的端部设有U型架，所述U型架的两侧开设通孔(201)，刹车连接杆(22)上设置有与所述通孔(201)对应的连接孔(221)，所述通孔与所述连接孔通过卡销(17)连接。
  11. 根据权利要求10所述的联动调节动能回收结构，其中，所述卡销(7)的直径小于所述通孔(201)的直径。
  12. 根据权利要求2所述的联动调节动能回收结构，其中，所述加速踏板组件1包括第一踏板(11)及缓冲踏板(21)，所述第一踏板(11)与所述电门连接杆(12)连接，所述缓冲踏板(21)转动设置在所述电门连接杆(12)上，所述缓冲踏板(21)与所述电门连接杆(12)间隔设置形成缓冲行程。
  13. 根据权利要求1-12任一项所述的联动调节动能回收结构，其中，所述传动组件(5)为电控伺服结构，所述控制线可输入位移信号，所述电控伺服结构设置为根据所述位移信号控制调节控制线的长度。
  14. 一种调节方法，采用如权利要求1-13任一项所述的联动调节动能回收结构对车辆的动能回收进行调节，包括：
    释放加速踏板组件(1)和刹车踏板组件(2)，所述刹车踏板组件(2)复位，所述刹车踏板组件(2)通过控制线使所述加速踏板组件(1)处于受力状态，所述加速踏板组件(1)相对车体(6)位于动力回收区(S1)与非动力回收区(S2)的交接处使车辆处于自然滑行状态，其中，所述动力回收区(S1)位于所述非动力回收区(S2)的上方；
    释放所述刹车踏板组件(2)，所述刹车踏板组件(2)复位，踩下所述加速踏板组件(1)，所述加速踏板组件(1)位于所述非动力回收区(S2)，使车辆加速行驶；及
    释放所述加速踏板组件(1)，踩下所述刹车踏板组件(2)，所述刹车踏板组件(2)通过所述控制线使得所述加速踏板组件(1)处于动力回收区(S1)，使车辆进行动能回收。
PCT/CN2023/110139 2022-10-20 2023-07-31 联动调节动能回收结构和调节方法 WO2024082766A1 (zh)

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