CN201245146Y - Electronic throttle brake control device of motor vehicle - Google Patents
Electronic throttle brake control device of motor vehicle Download PDFInfo
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- CN201245146Y CN201245146Y CNU2008200854647U CN200820085464U CN201245146Y CN 201245146 Y CN201245146 Y CN 201245146Y CN U2008200854647 U CNU2008200854647 U CN U2008200854647U CN 200820085464 U CN200820085464 U CN 200820085464U CN 201245146 Y CN201245146 Y CN 201245146Y
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Abstract
The utility model relates to an automotive electronic throttle brake controller, which belongs to the field of automobile manufacturing and parts. The electronic throttle brake controller comprises a braking pedal, a travel switch linked with the pedal, an electronic throttle brake control unit, a brake control loop, a throttle pedal pressure/impulse sensor, and the like. The functions of the electronic throttle brake controller are as follows: when the throttle is falsely opened, the electronic throttle brake controller can limit the fueling of the throttle; in the process of braking, the electronic throttle brake controller can limit the fueling of the throttle and utilize the brake control loop to conduct braking; and when the braking pedal acts, the electronic throttle brake controller can shut off the throttle and keep the engine to operate at the idle speed. The braking pedal of the electronic throttle brake controller can be assembled on the floor of the cab to serve as an auxiliary left foot brake for a driver, and also can be combined with the prior brake of an automatic transmission automobile to form a set of brake, thus realizing the left-and-right-foot control mode of left foot (or right foot) braking and right foot (or left foot) throttle control. When the braking pedal of the electronic throttle brake controller is assembled in the codriver cab, the braking pedal can serve as an auxiliary brake for a trainer.
Description
Technical field
The utility model discloses a kind of E-gas braking control device of self-propelled vehicle, belong to self-propelled vehicle manufacturing and motor vehicle fittings technical field.
Background technology
In present automotive designs, Das Gaspedal and brake pedal are independently arranged separately, be arranged in the lower right of operator's compartment, when needs refuel, chaufeur is with the right crus of diaphragm pedal of stepping on the throttle, when the needs slowing-down brake, the chaufeur right crus of diaphragm unclamps throttle and moves to brake pedal and step on brake, and under this operation mode, the chaufeur right crus of diaphragm acts frequently, tired easily, when emergency situation took place, because chaufeur need move on to right crus of diaphragm brake pedal and often cause drag untimely from Das Gaspedal, perhaps chaufeur was owing in a great rush throttle being got into an accident when braking to floor suddenly, at this time, in manual vehicle, even the left foot of chaufeur is stepped on the generation that power-transfer clutch also can't be avoided traffic accident, and in the automatic transmission vehicle, the chaufeur left foot is occupied with nothing, but is willing and yet unable to help in face of traffic accident.If a cover control setup is at this time arranged, can limit throttle when driver fault misstepping on accelerator refuels, device is by the brake of brake control loop during emergency situation, perhaps there is a cover assist brake control setup left foot below, left foot is stepped on the assist brake control setup when urgent, no matter where Das Gaspedal all can disconnect throttle and keep engine idling operation, self-propelled vehicle is the energy emergency just in the time of the device brake, then can improve the safety and the traveling comfort of motor vehicle driving dramatically.
Equally, present instructional car, coach's auxiliary brake has only brake function, can not control throttle, need to stop immediately as student's mis-accelerator pressing (throttle is when braking) or chance emergency situation, flurried middle student is not put as still slamming throttle, continuation is to engine oil, the coach can only touch on the brake, and can't control throttle, and vehicle can not in time stop and be prone to accidents.
At above practical problems, design a kind of E-gas braking control device of self-propelled vehicle, device can limit that throttle refuels and by the brake of brake control loop when mis-accelerator pressing (throttle when brake), perhaps during the brake pedal action no matter where Das Gaspedal can disconnect throttle simultaneously and keep the control setup of engine idling operation very necessary.
Summary of the invention
For the self-propelled vehicle of charged electronic throttle, the utility model provides a kind of E-gas braking control device, and the basic function of this device comprises:
(1) when brake pedal is stepped on brake, can disconnect throttle where and keep engine idling operation, recover the control of accelerator pedal position sensor signal behind the releasing of brake pedal regardless of Das Gaspedal.
(2) can limit throttle when the velocity of displacement of Das Gaspedal surpasses a certain limit value refuels.
(3) transfinite or when Das Gaspedal pressure/impulse sensor action or brake pedal action when the velocity of displacement of Das Gaspedal, control setup can disconnect throttle and by the brake of brake control loop, to prevent driver fault misstepping on accelerator (throttle is when brake).
The brake pedal of this device can be contained in automatic transmission or manual vehicle cab lower left, as chaufeur left foot auxiliary brake, keep original right crus of diaphragm brake gear, do not change original right crus of diaphragm and control the operating habit of throttle and brake simultaneously, in case of emergency, by the left foot assist brake and disconnect throttle and driving engine simultaneously and keep idling, if all down step on also can emergency for both feet.At this time, to the automatic transmission vehicle, the chaufeur right crus of diaphragm is controlled throttle or brake, left foot is fixedly controlled brake pedal of the present utility model, during enforcement, chaufeur needs when there is something special originally right crus of diaphragm to unclamp throttle in advance to carry out brake and prepare to change into left foot and carry out brake at any time and prepare, can prevent that to a great extent chaufeur from can not find brake or mistaking accelerator for brake when nervous, improved the safety of driving dramatically.When the automatic transmission vehicle goes up a slope parking or starting in acclive place, often need open out to go up a slope or last small stair, if adding too little moment, throttle can not enter the slope inadequately, too greatly then cause easily the speed of a motor vehicle too fast have little time the brake and collide, if use the utility model device, then be easy to by right crus of diaphragm control throttle, the generation of accident is avoided in left foot control brake.To manual vehicle, left foot is controlled brake pedal of the present utility model when using this device back chaufeur right crus of diaphragm and controlling throttle, left foot prepared to control power-transfer clutch when right crus of diaphragm was controlled brake, a pin is always arranged in brake during so normal driving, in any case can both emergency, this operation mode, left and right sides pin is the axle center counter motion with the health, health is non-warping, meet human engineering, though this scheme has increased the work capacity of left foot, can prevent that to a great extent chaufeur from can not find brake or mistaking accelerator for brake when nervous, have higher utility.
The brake pedal of this device also can be merged into a cover brake gear with the original brake of automatic transmission vehicle, realize that left foot (or right crus of diaphragm) brake disconnects throttle simultaneously and driving engine keeps idling, the left and right sides pin steer mode of right crus of diaphragm (or left foot) control throttle, both feet are all down stepped on then emergency.The brake pedal of this device (new pedal) also can be contained in the copilot chamber of automatic transmission or manual vehicle, as coach's auxiliary brake.
The E-gas brake control unit of this device adopts the MICROCOMPUTER PROCESSING controller, has multiple functions such as data acquisition, analyzing and processing, storage, signal control, and configuration programming is convenient, applying flexible.
The technical scheme that the utility model adopted is as follows:
As shown in Figure 1, device is made up of brake pedal (1), travel switch (2), E-gas brake control unit (3), engine electric-controlled unit ECU (4), accelerator pedal position sensor (5), brake control loop (6), Das Gaspedal pressure/impulse sensor (7), Idle Switch (8) and stoplight stop lamp loop (9) with brake pedal interlock.
The open contact of travel switch (2) links to each other with E-gas brake control unit (3), engine idle switch (8), stoplight stop lamp loop (9) respectively; Accelerator pedal position sensor (5), brake control loop (6), Das Gaspedal pressure/impulse sensor (7) all link to each other with E-gas brake control unit (3); E-gas brake control unit (3) links to each other with engine electric-controlled unit ECU (4); Signal from accelerator pedal position sensor (5) is given engine electric-controlled unit ECU (4) with new accelerator pedal position signal after E-gas brakes the calculating of control unit (3) comprehensive analyses; The actuating signal of accelerator pedal position sensor (5), Das Gaspedal pressure/impulse sensor (7) and brake pedal (1) is braked through E-gas and is sent brake control loop (6) brake with brake signal after control unit (3) comprehensive analyses calculates simultaneously.
When brake pedal (1) when not being operated, the open contact of travel switch (2) disconnects, during cruising, E-gas brake control unit (3) is given the signal direct proportion of engine electric-controlled unit ECU (4) in accelerator pedal position sensor (5) signal, engine electric-controlled unit ECU (4) is ready acceleration and deceleration according to the driving of chaufeur, when driver fault misstepping on accelerator, the velocity of displacement of Das Gaspedal will be above normal value, the rate of change of accelerator pedal position sensor (5) signal also will be above normal value, at this moment, E-gas brake control unit (3) will limit the throttle oiling and provide alerting signal, refuel acceleration when avoiding this ramp to stop on the contrary; In case of emergency, when driver fault misstepping on accelerator (throttle when brake), the velocity of displacement of Das Gaspedal will substantially exceed normal value, the rate of change of accelerator pedal position sensor (5) signal also will substantially exceed normal value, Das Gaspedal pressure/impulse sensor (7) also measures the abnormal signal of Das Gaspedal, and E-gas brake control unit this moment (3) will send brake signal by the emergency brake of brake control loop (6).
When brake pedal (1) when being operated, the open contact closure of travel switch (2), at this moment, no matter how many accelerator pedal position sensor (5) signals is, the signal that E-gas brake control unit (3) is given engine electric-controlled unit ECU (4) is zero aperture signal, driving engine stops to refuel, and the Idle Switch loop is connected simultaneously, and driving engine keeps tickover.
Accelerator pedal position sensor in the above scheme (5) is the dual sensor loop, when the utility model is applied to the single-sensor loop, its schematic diagram as shown in Figure 2, other function such as above-mentioned.
The beneficial effects of the utility model are:
The one, adopts E-gas brake control unit (3) to have higher intelligent and alerting ability, all can carry out the collection and the comprehensive treatment of signal to different accelerator pedal sensors, as required signal is adjusted, to improve the response characteristic of throttle, brake signal, Das Gaspedal pressure/momentum signal and accelerator pedal sensor signal rate of change are carried out intelligent decision, can effectively prevent chaufeur mis-accelerator pressing (throttle is when brake) in case of emergency, refuel acceleration when avoiding this ramp to stop on the contrary, the generation of effectively minimizing accident.
After the 2nd, uses the utility model, if brake pedal adopts the new pedal with original brake pedal interlock, or new pedal with independent braking function, then operator's compartment disposes two brake pedals, and pedal originally is the main brake pedal, and pedal of the present utility model is the assist brake pedal, still operate the main brake pedal during normal the enforcement, can not change driving habit like this, in case of emergency use the brake of assist brake pedal, this dual brake car pedal has following benefit:
1. prevent that mistaking accelerator for brake from getting into an accident: current self-propelled vehicle all is to be equipped with a brake, control throttle and brake simultaneously by right crus of diaphragm, when driver's mistiming that touches on the brake is stepped on into the generation that throttle then can not be avoided traffic accident, after adopting the utility model, to the automatic transmission vehicle, the chaufeur right crus of diaphragm is controlled throttle or brake, left foot is fixedly controlled brake pedal of the present utility model, to manual vehicle, left foot was controlled brake pedal of the present utility model when the chaufeur right crus of diaphragm was controlled throttle, left foot prepared to control power-transfer clutch when right crus of diaphragm was controlled brake, always there is a pin to step down in during so normal driving to carry out brake on the brake pedal at any time and prepares, run into situation when very urgent, as long as correctly step on brake or both feet are down stepped on and can both be braked simultaneously, this can be avoided mistaking accelerator for brake to get into an accident to a great extent.
2. carrying out brake at any time prepares, shorten the brake time: according to above-mentioned applied analysis, after adopting dual brake car pedal, always there is a pin to step down on the brake pedal during normal the driving, chaufeur need be carried out brake when there is something special originally in advance and prepares to change into and carrying out brake at any time and prepare during enforcement, brake operation shortens the brake time greatly without any time lag, avoids the generation of most of accident.
3. prevent continuous bump after the occurrence of the traffic accident: moment takes place in traffic accident, chaufeur is generally all at full stretch, blank out in the brain often, according to natural reaction, two legs only can down be pedaled, if right pedal is on throttle before this, that throttle is at all with regard to Song Bukai, let alone goes to have touched on the brake, and left foot otherwise pedal on power-transfer clutch (manual) at this moment, otherwise (automatic transmission) occupied with nothing can't stop at all, so that car is failed in time to stop and follow-up continuous bump is taken place after the occurrence of the traffic accident, cause traffic accident to enlarge, after using the utility model, because operator's compartment configuration dual brake car pedal then can effectively prevent continuous bump after the occurrence of the traffic accident.
The 3rd. after using the utility model, if brake pedal adopts the original brake pedal of self-propelled vehicle, this situation generally only is applied to the automatic transmission vehicle, can realize left foot (or right crus of diaphragm) brake, the left and right sides pin steer mode of right crus of diaphragm (or left foot) control throttle in emergency circumstances, can be braked as long as both feet are just down stepped on simultaneously, this application also can be shortened the brake time, prevents mistaking accelerator for brake, prevent effects such as continuous bump after the occurrence of the traffic accident, but it must change current driving habit.
The 4th. after using the utility model, if new pedal is contained in the copilot chamber, can be used as coach's auxiliary brake, in case of emergency no matter whether the student slams throttle, as long as the coach steps on auxiliary brake, E-gas brake control unit (3) sends to engine electric-controlled unit ECU (4) and stops fueling signal in the time of brake, and vehicle steadily stops.
Description of drawings
Below in conjunction with accompanying drawing the utility model is further specified.
Fig. 1 is the utility model schematic diagram one.
Fig. 2 is the utility model schematic diagram two.
Fig. 3 is the utility model schematic diagram three.
Fig. 4 is the utility model schematic diagram four.
Fig. 5 is the utility model schematic diagram five.
Among the figure: 1. brake pedal, 2. travel switch, 3. E-gas brake control unit, 4. engine electric-controlled unit ECU, 5. accelerator pedal position sensor, 6. brake control loop 7. Das Gaspedal pressure/impulse sensors 8. Idle Switch, 9. stoplight stop lamp loop.
The specific embodiment
Case study on implementation one:
As shown in Figure 1, the utility model is implemented related equipment and is comprised: brake pedal (1), travel switch (2), E-gas brake control unit (3), engine electric-controlled unit ECU (4), accelerator pedal position sensor (5), brake control loop (6), Das Gaspedal pressure/impulse sensor (7), Idle Switch (8) and stoplight stop lamp loop (9).Wherein brake pedal (1), travel switch (2), E-gas brake control unit (3), brake control loop (6), Das Gaspedal pressure/impulse sensor (7) are newly added equipments, brake pedal (1) adopts the new pedal with independent braking function, it can be combined into a complete brake gear with brake control loop (6), new pedal is contained in the operator's compartment lower left, left foot auxiliary brake as chaufeur, constitute dual brake car pedal structure with original brake pedal, new pedal is designed to wide plate formula structure, is beneficial to the rest of chaufeur left foot; Brake pedal (1) is operated a little stroke (this little stroke can avoid the travel switch frequent movement or by malfunction) back get back to this little travel position to pedal (1) before, the open contact closure of travel switch (2), get back to little travel position when above when pedal (1), the open contact of travel switch (2) disconnects; Travel switch is selected for use with three and is often driven the switch that touches bridge, and all programs of system are loaded into E-gas brake control unit (3) after debugging can be used through programming.
Case study on implementation two:
As shown in Figure 2, the related equipment of the utility model enforcement comprises: brake pedal (1), travel switch (2), E-gas brake control unit (3), engine electric-controlled unit ECU (4), accelerator pedal position sensor (5), brake control loop (6), Das Gaspedal pressure/impulse sensor (7), Idle Switch (8).Brake pedal (1) wherein, travel switch (2), E-gas brake control unit (3), brake control loop (6), Das Gaspedal pressure/impulse sensor (7) is a newly added equipment, brake pedal (1) adopts the new pedal with original brake pedal semi-linkage, original brake pedal action brake links when new pedal is stepped on, original brake pedal is stepped on stylish pedal and is not linked, new pedal is contained in the operator's compartment lower left, left foot auxiliary brake as chaufeur, constitute dual brake car pedal structure with original brake pedal, newly-increased pedal is designed to wide plate formula structure, is beneficial to the rest of chaufeur left foot; Brake pedal (1) is operated a little stroke (this little stroke can avoid the travel switch frequent movement or by malfunction) back get back to this little travel position to pedal (1) before, the open contact closure of travel switch (2), get back to little travel position when above when pedal (1), the open contact of travel switch (2) disconnects; Travel switch is selected for use with two and is often driven the switch that touches bridge, and all programs of system are loaded into E-gas brake control unit (3) after debugging can be used through programming.
Case study on implementation three:
As shown in Figure 3, the related equipment of the utility model enforcement comprises: brake pedal (1), travel switch (2), E-gas brake control unit (3), engine electric-controlled unit ECU (4), accelerator pedal position sensor (5), Idle Switch (8).Wherein brake pedal (1), travel switch (2), E-gas brake control unit (3) are newly added equipments, brake pedal (1) adopts the new pedal with original brake pedal semi-linkage, original brake pedal action brake links when new pedal is stepped on, original brake pedal is stepped on stylish pedal and is not linked, new pedal is contained in the operator's compartment lower left, left foot auxiliary brake as chaufeur, constitute dual brake car pedal structure with original brake pedal, newly-increased pedal is designed to wide plate formula structure, is beneficial to the rest of chaufeur left foot; Brake pedal (1) is operated a little stroke (this little stroke can avoid the travel switch frequent movement or by malfunction) back get back to this little travel position to pedal (1) before, the open contact closure of travel switch (2), get back to little travel position when above when pedal (1), the open contact of travel switch (2) disconnects; Travel switch is selected for use with two and is often driven the switch that touches bridge, and all programs of system are loaded into E-gas brake control unit (3) after debugging can be used through programming.This case the utility model does not possess self-stopping function.
Case study on implementation four:
As shown in Figure 2, the related equipment of the utility model enforcement comprises: brake pedal (1), travel switch (2), E-gas brake control unit (3), engine electric-controlled unit ECU (4), accelerator pedal position sensor (5), brake control loop (6), Das Gaspedal pressure/impulse sensor (7), Idle Switch (8).Wherein brake pedal (1), travel switch (2), E-gas brake control unit (3), brake control loop (6), Das Gaspedal pressure/impulse sensor (7) are newly added equipments, brake pedal (1) adopts the original brake pedal of self-propelled vehicle, be applied to the automatic transmission vehicle, can realize left foot (or right crus of diaphragm) brake, the left and right sides pin steer mode of right crus of diaphragm (or left foot) control throttle.Newly-increased travel switch (2) and brake pedal interlock, the open contact closure of travel switch when pedal is stepped on (2), the open contact of travel switch when pedal unclamps (2) disconnects; Travel switch is selected for use with two and is often driven the switch that touches bridge, and all programs of system are loaded into E-gas brake control unit (3) after debugging can be used through programming.
Case study on implementation five:
Brake pedal in the case study on implementation three is changed into the new pedal with independent braking function, need to increase the wiring in stoplight stop lamp loops (9) this moment in the schematic diagram 3, other content is as implementing as described in the case three.
Case study on implementation six:
Brake pedal in the case study on implementation three is changed into the original brake pedal of self-propelled vehicle, be applied to the automatic transmission vehicle, can realize left foot (or right crus of diaphragm) brake, the left and right sides pin steer mode of right crus of diaphragm (or left foot) control throttle, other content is as implementing as described in the case three.
Case study on implementation seven:
Brake pedal newly-increased in the case study on implementation three is arranged in the copilot chamber, and as coach's brake pedal, other content is as implementing as described in the case three.
Case study on implementation eight:
As shown in Figure 4, the related equipment of the utility model enforcement comprises: E-gas brake control unit (3), engine electric-controlled unit ECU (4), accelerator pedal position sensor (5), brake control loop (6), Das Gaspedal pressure/impulse sensor (7).Wherein E-gas brake control unit (3), brake control loop (6), Das Gaspedal pressure/impulse sensor (7) are newly added equipments, present case does not increase brake pedal and travel switch, possess when the velocity of displacement of Das Gaspedal surpasses a certain limit value and can limit the throttle oiling, when the velocity of displacement of Das Gaspedal transfinite or Das Gaspedal pressure/during impulse sensor action, can disconnect throttle and the function by the brake of brake control loop.
Case study on implementation nine:
As shown in Figure 5, the related equipment of the utility model enforcement comprises: E-gas brake control unit (3), engine electric-controlled unit ECU (4), accelerator pedal position sensor (5).Present case only increases E-gas brake control unit (3), possesses when the velocity of displacement of Das Gaspedal surpasses a certain limit value and can limit throttle gas filed function.
In above case study on implementation, accelerator pedal sensor is dual sensor, and its wiring is also different when being single-sensor for accelerator pedal sensor; Wiring for Idle Switch (8) loop in most cases can not connect yet.
The utility model design also has multiple scheme; in concrete enforcement; according to the function difference that will realize various array configuration and connection plan can be arranged,, all should be considered as the protection domain of the art of this patent as long as its flesh and blood meets feature of the present utility model or spirit.
Claims (6)
1. the E-gas braking control device of a self-propelled vehicle, this device is by brake pedal (1), travel switch (2) with the brake pedal interlock, E-gas brake control unit (3), the all or part of equipment of brake control loop (6) and Das Gaspedal pressure/impulse sensor (7) is formed, it is characterized in that: the signal of the accelerator pedal position sensor (5) of reflection chaufeur acceleration request, represent all or part of E-gas brake control unit (3) of giving of signal of the Das Gaspedal pressure/impulse sensor (7) of the signal of the travel switch (2) whether brake pedal (1) move and reflection Das Gaspedal operating state, E-gas brake control unit (3) is given new accelerator pedal signal engine electric-controlled unit ECU (4) and is given the control loop (6) that brakes with brake signal after comprehensive analyses calculates.
2. according to the E-gas braking control device of the described self-propelled vehicle of claim 1, it is characterized in that: E-gas brake control unit (3) is the electronic control package based on computer processor.
3. according to the E-gas braking control device of the described self-propelled vehicle of claim 1, it is characterized in that: the contact of travel switch (2) links to each other with engine idle switch (8).
4. according to the E-gas braking control device of the described self-propelled vehicle of claim 1, it is characterized in that: the contact of travel switch (2) can link to each other with stoplight stop lamp loop (9).
5. according to the E-gas braking control device of the described self-propelled vehicle of claim 1, it is characterized in that: described brake pedal (1) can be the original brake pedal of self-propelled vehicle, also can be the new pedal with full interlock of original brake pedal or semi-linkage, or the new pedal with independent braking function.
6. according to the E-gas braking control device of the described self-propelled vehicle of claim 5, it is characterized in that: new pedal can be contained in under-cab, also can be contained in below, copilot chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008200854647U CN201245146Y (en) | 2008-04-10 | 2008-04-10 | Electronic throttle brake control device of motor vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008200854647U CN201245146Y (en) | 2008-04-10 | 2008-04-10 | Electronic throttle brake control device of motor vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN201245146Y true CN201245146Y (en) | 2009-05-27 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2008200854647U Expired - Fee Related CN201245146Y (en) | 2008-04-10 | 2008-04-10 | Electronic throttle brake control device of motor vehicle |
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| CN (1) | CN201245146Y (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101811439A (en) * | 2009-12-30 | 2010-08-25 | 倪云飞 | Input device for automobile electronic throttle control system |
| CN101962017A (en) * | 2010-09-20 | 2011-02-02 | 浙江吉利汽车研究院有限公司 | Precaution system for avoiding misusing accelerator as brake |
| CN102303593A (en) * | 2011-06-16 | 2012-01-04 | 袁芳革 | Left Foot Priority System for Automatic Transmission Vehicles |
| CN102837609A (en) * | 2012-09-17 | 2012-12-26 | 三一重工股份有限公司 | Brake and accelerator control device and vehicle |
| CN103042919A (en) * | 2012-12-19 | 2013-04-17 | 安徽沃巴弗电子科技有限公司 | Intelligent pedal combination power-assisting system |
| CN103538572A (en) * | 2013-10-14 | 2014-01-29 | 魏建秋 | Electronic controllable-force automotive auxiliary brake device |
| CN104175881A (en) * | 2014-08-06 | 2014-12-03 | 陕西科技大学 | Emergency braking device for automatic control vehicle |
| CN104986038A (en) * | 2015-07-13 | 2015-10-21 | 沈阳工学院 | Control system for accelerator pedal and brake pedal of automatic transmission car |
| CN106882047A (en) * | 2017-03-29 | 2017-06-23 | 黄文年 | Add throttle pin and be not moved to the method and device that throttle at brake pedal becomes braking |
| CN107933534A (en) * | 2017-12-22 | 2018-04-20 | 江西优特汽车技术有限公司 | vehicle safety control system and method |
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- 2008-04-10 CN CNU2008200854647U patent/CN201245146Y/en not_active Expired - Fee Related
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101811439A (en) * | 2009-12-30 | 2010-08-25 | 倪云飞 | Input device for automobile electronic throttle control system |
| CN101962017A (en) * | 2010-09-20 | 2011-02-02 | 浙江吉利汽车研究院有限公司 | Precaution system for avoiding misusing accelerator as brake |
| CN102303593A (en) * | 2011-06-16 | 2012-01-04 | 袁芳革 | Left Foot Priority System for Automatic Transmission Vehicles |
| CN102837609A (en) * | 2012-09-17 | 2012-12-26 | 三一重工股份有限公司 | Brake and accelerator control device and vehicle |
| CN102837609B (en) * | 2012-09-17 | 2016-05-25 | 三一重工股份有限公司 | Braking accelerator control device and vehicle |
| CN103042919B (en) * | 2012-12-19 | 2015-09-30 | 安徽沃巴弗电子科技有限公司 | A kind of intelligent step configuration force aid system |
| CN103042919A (en) * | 2012-12-19 | 2013-04-17 | 安徽沃巴弗电子科技有限公司 | Intelligent pedal combination power-assisting system |
| CN103538572B (en) * | 2013-10-14 | 2015-11-11 | 魏建秋 | Electronic controllable power formula vehicle sub-brake method |
| CN103538572A (en) * | 2013-10-14 | 2014-01-29 | 魏建秋 | Electronic controllable-force automotive auxiliary brake device |
| CN104175881A (en) * | 2014-08-06 | 2014-12-03 | 陕西科技大学 | Emergency braking device for automatic control vehicle |
| CN104175881B (en) * | 2014-08-06 | 2016-07-13 | 陕西科技大学 | An emergency brake device for automatic transmission vehicles |
| CN104986038A (en) * | 2015-07-13 | 2015-10-21 | 沈阳工学院 | Control system for accelerator pedal and brake pedal of automatic transmission car |
| CN106882047A (en) * | 2017-03-29 | 2017-06-23 | 黄文年 | Add throttle pin and be not moved to the method and device that throttle at brake pedal becomes braking |
| CN107933534A (en) * | 2017-12-22 | 2018-04-20 | 江西优特汽车技术有限公司 | vehicle safety control system and method |
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