CN115636045A

CN115636045A - Vehicle pedal assembly and electric vehicle

Info

Publication number: CN115636045A
Application number: CN202110817304.7A
Authority: CN
Inventors: 田焱燕
Original assignee: Suzhou Haowei Industrial Product Design Co ltd
Current assignee: Suzhou Haowei Industrial Product Design Co ltd
Priority date: 2021-07-20
Filing date: 2021-07-20
Publication date: 2023-01-24
Also published as: CN114750869A; CN114771712B; CN114771712A; WO2023001051A1

Abstract

The embodiment of the specification discloses a vehicle pedal assembly, which comprises a pedal, a base and a controller, wherein the pedal can rotate along a first direction and a second direction relative to the base, and the controller can be switched among a first excitation state, a second excitation state and a closed state through the rotation of the pedal. The embodiment of the specification discloses an electric vehicle, which comprises a vehicle pedal assembly and a motor for controlling wheels to rotate; the controller is electrically connected to the motor to enable the vehicle footrest assembly to control an output of the motor. The pedal assembly of vehicle can have multiple mode of operation, can realize the multiple control to the electric motor car through operating the pedal assembly of vehicle for the security of electric motor car is higher, the nature controlled is better.

Description

Vehicle pedal assembly and electric vehicle

Technical Field

The specification relates to the technical field of electric vehicles, in particular to a vehicle pedal assembly and an electric vehicle.

Background

Currently, in electric vehicle applications, the pedal assembly controls the electric vehicle too singly, for example, the pedal assembly is usually only used for controlling the speed and acceleration of the electric vehicle. Therefore, in order to realize multiple controls of the electric vehicle, multiple control assemblies are generally required to be additionally arranged on the electric vehicle, so that the electric vehicle is complex to operate, easy to make mistakes and low in safety when in use. In addition, under the condition that the electric vehicle is more and more widely used, the pedal assembly can not meet the development requirement of the electric vehicle for realizing some conventional control on the electric vehicle.

Accordingly, there is a need for a vehicle footrest assembly that can achieve multiple controls and functional controls for an electric vehicle, an electric vehicle employing the vehicle footrest assembly, and a vehicle motor control method responsive to the vehicle footrest assembly.

Disclosure of Invention

One of the embodiments herein provides a vehicle footrest assembly. A vehicle footrest assembly includes a pedal, a base, and a controller. The pedal is rotatably connected with the base, and the pedal can rotate along a first direction and a second direction relative to the base, wherein the first direction is opposite to the second direction. The controller includes a first excited state, a second excited state, and an off state. The rotation of the pedal can enable the controller to be in different states; when the pedal is at an initial position relative to the base, the controller is in a closed state; when the pedal rotates along a first direction relative to the base, the controller is in a first excitation state; when the pedal rotates relative to the base in a second direction, the controller is in a second excited state.

One embodiment of the present specification provides an electric vehicle. The electric vehicle comprises a vehicle pedal assembly and a motor for controlling the rotation of the wheels. The controller is electrically connected with the motor, so that the vehicle pedal assembly can control the output of the motor; when the controller is in the first excitation state, the motor rotates along the third direction; when the controller is in the second excitation state, the motor rotates along the fourth direction; when the controller is in the off state, the input signal to the motor from the controller is interrupted.

Drawings

The present description will be further explained by way of exemplary embodiments, which will be described in detail by way of the accompanying drawings. These embodiments are not intended to be limiting, and in these embodiments like numerals refer to like structures, wherein:

FIG. 1 is a schematic structural view of a vehicle footrest assembly in accordance with some embodiments disclosed herein;

FIG. 2 is a schematic diagram of a base and a controller according to some embodiments of the present disclosure;

FIG. 3 is a schematic structural diagram of a vehicle footrest assembly with a potentiometer controller in accordance with some embodiments described herein;

FIG. 4 is a schematic structural view of a vehicle footrest assembly with a Hall switch as a controller according to some embodiments of the present disclosure;

FIG. 5 is a schematic structural diagram of a vehicle footrest assembly with a controller that is a boat switch in accordance with some embodiments of the present description;

FIG. 6 is a schematic structural view of a vehicle step assembly with a controller that is a dual Hall element, according to some embodiments of the present disclosure;

FIG. 7 is a schematic structural diagram of an electric vehicle, shown in accordance with some embodiments herein;

FIG. 8 is a flow chart illustrating an exemplary method of determining a high speed mode of an electric vehicle according to some embodiments of the present description;

FIG. 9 is a schematic diagram of a gaming device, shown in some embodiments herein.

Wherein 1-vehicle pedal assembly, 11-pedal, 111-first rotary connection, 112-guide post, 113-grain pattern, 12-base, 121-second rotary connection, 122-rotary, 123-groove, 124-guide hole, 13-controller, 1311-first pressure sensor, 1312-second pressure sensor, 132-potentiometer, 1321-first gear, 1322-second gear, 133-hall switch, 134-ship switch, 1341-first trigger button, 1342-second trigger button, 1351-containing cavity, 1352-first hall element, 1353-second hall element, 14-spring, 200-electric vehicle, 201-vehicle body, 202-wheel, 300-game device, 301-host, 302-display device.

Detailed Description

Reference will now be made in detail to exemplary embodiments or implementations, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this application and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be understood that the terms "first," "second," and the like, as used in the description and in the claims, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Also, the use of the terms a, an, etc. do not denote a limitation of quantity, but rather denote the presence of at least one. Unless otherwise indicated, "front," "back," "lower," and/or "upper," and the like are for convenience of description, and are not limited to one position or one spatial orientation. The word "comprising" or "comprises", and the like, means that the element or item listed as preceding "comprising" or "includes" covers the element or item listed as following "comprising" or "includes" and its equivalents, and does not exclude other elements or items.

The vehicle footrest assembly 1 to which some embodiments of the present description relate can be applied to a child car or a toy car. In some embodiments, the vehicle footrest assembly 1 can be used to control forward, reverse, etc. of the vehicle. In some embodiments, the vehicle footrest assembly 1 can also effect shifting of the vehicle between low gear and high gear. In some embodiments, the vehicle footrest assembly 1 can also enhance the safety of vehicle operation. The vehicle pedal assemblies 1 related to some embodiments of the specification can be applied to an adult kart, two vehicle pedal assemblies 1 can be arranged in the adult kart, and the two vehicle pedal assemblies 1 can respectively control a left wheel and a right wheel of the kart, so that the left wheel and the right wheel of the kart have different advancing directions and rotating speeds, 360-degree rotation, drifting and the like of the kart are achieved, and interestingness and playability of the kart can be improved. The vehicle pedal assembly 1 according to some embodiments of the present disclosure may be applied to a functional vehicle (e.g., a sanitation vehicle, a tourist bus, a school bus, etc.), and the vehicle pedal assembly 1 may control the forward and backward movement of the vehicle, and may also control the acceleration and deceleration of the vehicle, so that the vehicle may be convenient to use, and the flexibility of the vehicle operation may be increased. The vehicle pedal assembly 1 according to some embodiments of the present disclosure may be applied to a walker or a scooter, and the vehicle pedal assembly 1 may control the forward, backward, and steering of the vehicle, and may also control the start and stop states of the vehicle, so that the vehicle may be conveniently controlled. The vehicle pedal assembly 1 according to some embodiments of the present disclosure may be applied to a game machine or a virtual game, and the vehicle pedal assembly 1 may assist a game device to implement multiple interactions and operations of the game, and implement a combination of hands and feet of the game device, thereby enhancing the interest of the game.

It should be understood that the application scenarios of the vehicle footrest assembly 1 of the present description are only examples or embodiments of the present description, and it will be apparent to those of ordinary skill in the art that the present description can also be applied to other similar scenarios according to the drawings without inventive effort.

Referring to fig. 1, a vehicle footrest assembly 1 includes a footrest 11, a base 12, and a controller 13. The pedal 11 can rotate relative to the base 12, so that the relative position between the two ends of the pedal 11 and the base 12 is changed, and the controller 13 can be in different states.

In some embodiments, controller 13 may include a first, energized state, a second, energized state, and an off state, and rotation of pedal 11 may place controller 13 in different states. In some embodiments, controller 13 is in an off state when pedal 11 is in an initial position relative to base 12. The initial position may be a position of the pedal 11 relative to the base 12 when the vehicle footrest assembly 1 is not subjected to an external force. In some embodiments, the step 11 is parallel with respect to the base 12 when the step 11 is in the initial position. When the pedal 11 rotates in a first direction relative to the base 12, the controller 13 is in a first excited state; when pedal 11 is rotated in a second direction relative to base 12, controller 13 is in a second, energized state. In some embodiments, when the pedal 11 is in the initial position relative to the base 12, the controller 13 is in the off state; when the first end of the pedal 11 approaches the base 12, the controller 13 is in a first excited state; when the second end of the pedal 11 approaches the base 12, the controller 13 is in the second activated state.

In some embodiments, the pedal 11 may be rotatably coupled to the base 12, with the pedal 11 rotating in a first direction or a second direction relative to the base 12. In some embodiments, the first direction may be opposite the second direction. In some embodiments, the first direction may be a direction in which the front end of the pedal 11 rotates from top to bottom (see e direction shown in fig. 1), and the second direction may be a direction in which the rear end of the pedal 11 rotates from top to bottom (see f direction shown in fig. 1).

It should be noted that, in fig. 1, a direction a is a forward direction of the pedal 11, a direction b is a backward direction of the pedal 11, a direction c is a left direction of the pedal 11, and a direction d is a right direction of the pedal 11, a first end of the pedal 11 may be a front end of the pedal 11, and a second end of the pedal 11 may be a rear end of the pedal 11.

In some embodiments, the pedal 11 is provided with a first rotation connector 111 at the left side and the right side, respectively, and the base 12 is provided with a second rotation connector 121 at the left side and the right side, respectively. The first rotary joint 111 is engaged with the second rotary joint 121 such that the first rotary joint 111 can rotate in the first and second directions. In some embodiments, the engagement between the first rotational connection 111 and the second rotational connection 121 may be a tooth-to-tooth engagement, a ball-to-rail snap fit, or other possible engagement relationships.

In some embodiments, referring to fig. 2, the middle portion of the second rotating link 121 may be provided with a rotating member 122 engaged with the first rotating link 111, and the rotating member 122 may be capable of rotating in the first direction and the second direction about the rotation axis of the rotating member 122. In some embodiments, the second rotation connector 121 may not include the rotation element 122, and the middle portion of the first rotation connector 111 may be provided with a rotation element engaged with the second rotation connector 121, and the rotation element may rotate in the first direction and the second direction around its rotation axis.

In some embodiments, the rotating member 122 may include a rotating shaft, and the first rotating connector 111 and the second rotating connector 121 rotate via the rotating shaft. In some embodiments, the rotation member 122 may include a torsion spring, a first end of which is fixed to the first rotation connecting member 111 and a second end of which is fixed to the second rotation member. In some embodiments, the rotating member 122 may include a hinge, a first side of which is fixed to the first rotating link 111 and a second side of which is fixed to the second rotating member. In some embodiments, the rotating member 122 may also be in other possible structures, which are not limited herein. In some embodiments, the bottom of the second rotational connector 121 may be provided with a groove 123 corresponding to the first rotational connector 111. In some embodiments, the groove 123 may provide a rotation space for the first rotation connector 111. In some embodiments, the groove 123 may limit the first rotational connection 111.

In some embodiments, at least one of the front half and the rear half of the pedal 11 is provided with a guide post 112, the base 12 is provided with a guide hole 124 corresponding to the guide post 112, and when the front half or the rear half of the pedal 11 rotates towards the base 12, the guide post 112 is inserted into the guide hole 124 and reciprocates along the guide hole 124. In some embodiments, to accommodate the angular displacement between the pedal 11 and the base 12, the diameter of the guide hole 124 may be larger than the outer diameter of the guide post 112. In some embodiments, the guide posts 112 may be formed as an arcuate bar structure and the guide holes 124 may be an arcuate hole structure corresponding to the arcuate bar structure.

In some embodiments, the vehicle footrest assembly 1 can further include a restoring device that can be disposed between the pedal 11 and the base 12, the restoring device providing a restoring force to the pedal 11 that restores the pedal 11 to the initial position. In some embodiments, the return means may be fitted in cooperation with a guide post 112 provided to the pedal 11. In some embodiments, a restoring force provided by the restoring device may act on the guide post 112, and the restoring force may be transmitted to the pedal 11 through the fixed connection of the guide post 112 and the pedal 11, thereby enabling the pedal 11 to be restored to the initial position. In some embodiments, the resetting means may also provide information feedback to the user, thereby enabling the user to perceive the magnitude of the depressing force applied to the pedal 11. In some embodiments, the information feedback may be a reaction force feedback, when the user applies the stepping force to the pedal 11, the pedal 11 rotates in the first direction or the second direction, the returning means receives the force transmitted from the pedal 11 or the guide post 112, and at the same time, the returning means generates the reaction force acting on the pedal 11 or the guide post 112 and has a tendency to return the pedal 11 to the initial position, and when the user's foot is in the stepping state, the reaction force can be fed back to the user through the pedal 11 so that the user can sense the magnitude of the reaction force. In some embodiments, the vehicle pedal assembly 1 may be applied to a vehicle, when a user steps on the pedal 11 in one direction, the reset device feeds back a resistance to the user through the pedal 11, and the user may sense the relationship between his/her pedal force and the vehicle motion through the feedback resistance, for example, when the user steps on the pedal 11 in the first direction, the pedal 11 rotates in the first direction or the second direction, the greater the pedal force applied to the pedal 11, the greater the angle of rotation of the pedal 11 in the first direction or the second direction, the faster the vehicle traveling speed may be, and when the pedal force applied to the pedal 11 by the user is greater, the greater the feedback resistance fed back to the foot of the user by the reset device is, the user may sense the relationship between his/her pedal force and the vehicle motion by sensing the magnitude of the feedback resistance, help him/her to adjust the magnitude of the pedal force at any time, so as to control the traveling speed of the vehicle in time, and help to improve the operation feeling of the user. In some embodiments, the angle of rotation of the pedal 11 in the first or second direction may be an angle of deflection of the pedal 11 in the first or second direction relative to the base 12 from the initial position.

In some embodiments, the return means may comprise a spring 14, the spring 14 being fitted over the guide post 112. In some embodiments, one end of the spring 14 abuts the pedal 11 and the other end of the spring 14 abuts the base 12. In some embodiments, the abutment may be a connection that contacts each other but is not fixed. In some embodiments, one end of the spring 14 may be fixedly connected to the pedal 11, and/or the other end of the spring 14 may be fixedly connected to the base 12. In some embodiments, when the two ends of the spring 14 abut against the pedal 11 and the base 12, respectively, when the pedal 11 is pressed by a pedaling force, the spring 14 is compressed and deformed when the guiding post 112 covering the spring 14 moves towards the guiding hole 124. When the stepping force disappears, the spring 14 is deformed and restored and applies restoring force to the pedal 11, so that the pedal 11 is restored to the initial position. In some embodiments, in order to provide the pedal 11 with a restoring force to return to its original position when rotating in the first direction and the second direction, the first end and the second end of the pedal 11 may be provided with springs 14. In some embodiments, when the two ends of the spring 14 are fixedly connected to the pedal 11 and the base 12, respectively, when the guiding post 112 sleeved on the spring 14 moves toward the guiding hole 124, the spring 14 is compressed to generate deformation, when the guiding post 112 sleeved on the spring 14 moves away from the guiding hole 124, the spring 14 is stretched to generate deformation, and when the guiding post 112 stops moving toward the guiding hole 124, the spring 14 recovers deformation and applies a restoring force to the pedal 11, so that the pedal 11 returns to the initial position. In some embodiments, the first end and/or the second end of the pedal 11 may be provided with a spring 14.

In some embodiments, the resetting means may comprise a fluid damper, which may comprise a cylinder, a piston rod and a damping structure providing a damping force to the piston rod, the damping force acting to oppose the movement of the piston. In some embodiments, the cylinder is fixedly connected to the base 12, and the piston rod is fixedly connected to the guide post 112. In some embodiments, the fluid damper may comprise a gas damper or a liquid damper. When the guide post 112 connected with the piston rod moves towards the guide hole 124, the piston rod compresses fluid in the cylinder, the damping structure provides damping force to the piston rod, and the larger the moving distance of the piston rod is, the larger the damping force of the damping structure on the piston rod is. When the guide post 112 stops moving toward the guide hole 124, the damping force provided by the damping structure to the piston rod is converted into a restoring force to restore the piston rod, the piston rod transmits the restoring force to the guide post 112, and the pedal 11 receives the restoring force to restore to the initial position. In some embodiments, the resetting device may also be in other possible structural forms, and is not limited herein.

In some embodiments, the upper surface of the pedal 11 may be provided with a texture 113, the texture 113 comprising indentations and/or ridges. The texture 113 may be provided to increase friction between the foot plate 11 and the sole of the foot. In some embodiments, the textured pattern 113 may have several humps along the length of the foot plate 11, and the humps may be areas of the textured pattern 113 that are raised relative to the entirety of the remaining textured pattern 113 on the upper surface of the foot plate 11. In some embodiments, the number of humps may be two, and the distribution positions of the humps in the length direction correspond to the guide posts 112. In some embodiments, the length of the pedal 11 may be the direction extending between the front end and the rear end of the pedal 11, and two humps are disposed near the front end and the rear end of the pedal 11, respectively. In some embodiments, the hump may be disposed across the width of the step 11, i.e., the hump area spans the area of the step 11 corresponding to the location of the guide posts 112 in the width direction. In some embodiments, the direction of the weight of the pedal 11 may be a direction extending between the left and right sides of the pedal 11. In some embodiments, the hump may be disposed in a widthwise middle region of the step 11. In some embodiments, a plurality of humps may be distributed along the length direction of the pedal 11 in the position area of the pedal 11 corresponding to the guide post 112. In some embodiments, a plurality of humps may be distributed along the width direction of the pedal 11 in the position area of the pedal 11 corresponding to the guide post 112. In the use process, on one hand, because the front end part and the rear end part of the pedal 11 are convex and the middle part is concave, when pressure is applied to the pedal 11, the pressure can be concentrated on the front end part or the rear end part of the pedal 11, so that the pedal 11 can smoothly rotate downwards, the safety and the reliability are realized, the phenomenon that the middle part of the pedal 11 is excessively stressed and the fatigue loss is generated when a rotary connecting structure arranged in the middle part of the pedal 11 is used for a long time can be avoided; on the other hand, the user can quickly find the acting point on the pedal 11 through the position of the hump, so that the user can conveniently and accurately control the treading of the vehicle pedal assembly 1.

In some embodiments, the controller 13 may be one of a pressure sensor, a boat switch 134, a potentiometer 132, a hall switch 133, and a dual hall element. In some embodiments, the controller 13 may also be other possible electronic components or a combination of several electronic components.

In some embodiments, referring to fig. 2, the controller 13 may be a pressure sensor including a first pressure sensor 1311 disposed on a front half of an upper surface of the base 12 and a second pressure sensor 1312 disposed on a rear half of the upper surface of the base 12, the first pressure sensor 1311 being pressurized when the pedal 11 is rotated in a first direction, i.e., when a front end of the pedal 11 approaches the base 12, and the second pressure sensor 1312 being pressurized when the pedal 11 is rotated in a second direction, i.e., when a rear end of the pedal 11 approaches the base 12. In some embodiments, the front half and the rear half of the base 12 may be respectively provided with a through hole for mounting the pressure sensor, and after the pressure sensor is mounted through the through hole, the upper surface of the pressure sensor may be located above the upper surface of the base 12 or the upper surface of the base 12. In some embodiments, the lower surface of the pedal 11 is provided with two pressing structures corresponding to the positions of the first pressure sensor 1311 and the second pressure sensor 1312, and when the pedal 11 is rotated in the first direction, the pressing structure located at the front end of the pedal 11 moves toward the base 12 and presses the first pressure sensor 1311; when the pedal 11 is rotated in the second direction, the pressing structure at the rear end of the pedal 11 moves toward the base 12 and presses the second pressure sensor 1312.

In some embodiments, referring to fig. 3, the controller 13 may be a potentiometer 132, and the potentiometer 132 outputs different voltage signals when the pedal 11 rotates in the first direction and the second direction. In some embodiments, the potentiometer 132 may be a mechanical potentiometer. In some embodiments, the voltage output by the potentiometer 132 may be related to the angle of rotation of the pedal 11. In some embodiments, a first gear 1321 is fixedly connected to the rotating member 122, the potentiometer 132 includes a second gear 1322, the first gear 1321 is engaged with the second gear 1322, when the pedal 11 rotates in the first direction, the first gear 1321 rotates in the first direction, the second gear 1322 rotates in the second direction, and the potentiometer 132 outputs the first voltage; when the pedal 11 rotates in the second direction, the first gear 1321 rotates in the second direction, the second gear 1322 rotates in the first direction, and the potentiometer 132 outputs the second voltage. In some embodiments, the first voltage and the second voltage may be a positive one negative. In some embodiments, the first voltage and the second voltage may be one high and one low. In some embodiments, the magnitude of the first voltage or the second voltage is related to the angle of rotation of the pedal 11 in the first direction or the second direction, and the larger the angle of rotation of the pedal 11 in the first direction or the second direction, the larger the absolute value of the first voltage or the second voltage, and vice versa.

In some embodiments, the transmission ratio of the first gear 1321 to the second gear 1322 may be less than 1, i.e. the rotational speed of the first gear 1321 is less than the rotational speed of the second gear 1322 when the pedal 11 is rotated. For example, the transmission ratio may be 1.2, 1.5, 1. In some embodiments, the radius of the first gear 1321 is greater than the radius of the second gear 1322. For example, the ratio of the radii of the first gear 1321 to the second gear 1322 can be 3. In some embodiments, a line connecting centers of the first gear 1321 and the second gear 1322 may be perpendicular to a plane on which the bottom surface of the base 12 is located. In some embodiments, to save the inner space of the vehicle footrest assembly 1, the first gear 1321 may be provided in a fan shape. In some embodiments, the angle of the fan may be set according to the space under the base 12, for example, the angle of the fan may be 30 °, 40 °,50 °, or the like.

In some embodiments, referring to fig. 4, the controller 13 may be a hall switch 133, and the hall switch 133 outputs different digital signals when the pedal 11 rotates in the first direction and the second direction. In some embodiments, the digital signal output by the hall switch 133 may be related to the angle of rotation of the pedal 11. In some embodiments, the structure of the hall switch 133 applied to the vehicle footrest assembly 1 is similar to the structure of the potentiometer 132 applied to the vehicle footrest assembly 1, and reference can be made to the related description of fig. 3, which is not repeated herein.

In some embodiments, referring to fig. 5, the controller 13 may be a boat switch 134. In some embodiments, the rocker switch 134 includes a first trigger button 1341 disposed on a front half of the upper surface of the base 12 and a second trigger button 1342 disposed on a rear half of the upper surface of the base 12, the first trigger button 1341 being triggered when the pedal 11 is rotated in a first direction and the second trigger button 1342 being triggered when the pedal 11 is rotated in a second direction. In some embodiments, the base 12 may include through holes for mounting the rocker switch 134, and the first trigger button 1341 and the second trigger button 1342 of the rocker switch 134 may extend to the upper surface of the base 12 through the through holes. In some embodiments, two trigger structures corresponding to the positions of the first trigger button 1341 and the second trigger button 1342 are disposed on the lower surface of the pedal 11, and when the pedal 11 rotates along a first direction, the trigger structures trigger the first trigger button 1341, and when the pedal 11 rotates along a second direction, the trigger structures trigger the second trigger button 1342. In some embodiments, the trigger structure may be always abutted against the first trigger button 1341 and the second trigger button 1342, when the pedal 11 rotates, the first trigger button 1341 and the second trigger button 1342 rotate with the pedal 11 under the action of the trigger structure, and when the first trigger button 1341 or the second trigger button 1342 rotates to the trigger position, the first trigger button 1341 or the second trigger button 1342 triggers. In some embodiments, the boat switch 134 is in the off state when neither the first trigger button 1341 nor the second trigger button 1342 is rotated to the trigger position.

In some embodiments, the boat-shaped switch 134 includes a first trigger button 1341 disposed on a front half portion of a lower surface of the base 12 and a second trigger button 1342 disposed on a rear half portion of the lower surface of the base 12, and the first trigger button 1341 and the second trigger button 1342 are respectively disposed corresponding to the guide posts 112 disposed on a front portion and a rear portion of the pedal 11, when the pedal 11 rotates along a first direction, the guide post 112 on the front portion of the pedal 11 triggers the first trigger button 1341, and when the pedal 11 rotates along a second direction, the guide post 112 on the rear portion of the pedal 11 triggers the second trigger button 1342.

In some embodiments, the vehicle footrest assembly 1 may not include the pedals 11 and the base 12, but directly uses the boat-type switch 134 to control the vehicle by directly depressing the trigger button on the boat-type switch 134. In some embodiments, the trigger button of the boat switch 134 may be sized the same as the pedal 11 in other embodiments. In some embodiments, the user may directly step on the trigger button of the boat switch 134 to cause the boat switch 134 to switch control states. In use, the pedaling force of the user directly acts on the trigger button of the boat-shaped switch 134, and when acting on the first trigger button 1341 of the boat-shaped switch 134, the boat-shaped switch 134 is in a first excited state; when the second trigger button 1342 is applied to the rocker switch 134, the rocker switch 134 is in a second energized state; when the stepping force of the user puts the first trigger button 1341 and the second trigger button 1342 at intermediate positions where they are not triggered, the boat switch 134 is in an off state.

In some embodiments, referring to fig. 6, the controller 13 may be a dual hall element. In some embodiments, the dual hall elements include a first hall element 1352 and a second hall element 1353. In some embodiments, the first and

second hall elements

1352 and 1353 generate signals, respectively, through a magnetic member disposed outside thereof. In some embodiments, the front half of the upper surface of the base 12 is provided with a first hall element 1352, the rear half of the upper surface of the base 12 is provided with a second hall element 1353, and the lower surface of the pedal 11 is provided with a first magnetic member and a second magnetic member corresponding to the positions of the first hall element 1352 and the second hall element 1353, respectively. When the pedal 11 is rotated in the first direction, the first magnetic member is close to the first hall element 1352, the second magnetic member is far from the second hall element 1353, and when the distance between the first magnetic member and the first hall element 1352 is less than a preset threshold (e.g., 2 cm, 5 cm, etc.), the controller 13 is in the first excited state. When the pedal 11 is rotated in the second direction, the first magnetic member is far away from the first hall element 1352, the second magnetic member is close to the second hall element 1353, and when the distance between the second magnetic member and the second hall element 1353 is less than a preset threshold (e.g., 2 cm, 5 cm, etc.), the controller 13 is in the second excited state.

In some embodiments, the base 12 is provided with a receiving cavity 1351 on an upper surface thereof, a first hall element 1352 is disposed in a front half of the receiving cavity 1351, and a second hall element 1353 is disposed in a rear half of the receiving cavity 1351. In some embodiments, the first hall element 1352 outputs a third voltage when the distance between the first magnetic part and the first hall element 1352 is less than a preset threshold, and the second hall element 1353 outputs a fourth voltage when the distance between the second magnetic part and the second hall element 1353 is less than the preset threshold. In some embodiments, the third voltage and the fourth voltage may be a positive one negative. In some embodiments, the third voltage and the fourth voltage may be one high and one low. In some embodiments, the magnitude of the third voltage or the fourth voltage is related to the angle of rotation of the pedal 11 in the first direction or the second direction, and the larger the angle of rotation of the pedal 11 in the first direction or the second direction, the larger the absolute value of the third voltage or the fourth voltage, and vice versa. When the controller is connected to the vehicle motor, the greater the absolute value of the third voltage or the fourth voltage, the faster the rotational speed of the motor. In some embodiments, when the controller is connected to the vehicle motor, the third voltage or the fourth voltage may have a positive or negative polarity corresponding to the direction of rotation of the motor, e.g., if the third voltage or the fourth voltage is positive, the motor is rotating in the forward direction; and if the third voltage or the fourth voltage is a negative value, the motor rotates reversely.

In some embodiments, the controller 13 may include a digital potentiometer (not shown) controlled by a digital signal input to generate an analog output, so that the digital potentiometer may obtain the digital signal as the input of the controller 13 to change the control state of the controller 13. The use of a digital potentiometer in the controller 13 has a higher output stability than a mechanical potentiometer, and the digital potentiometer is less affected by environmental factors such as temperature than the mechanical potentiometer. In some embodiments, the digital potentiometer may capture the angle of rotation of the pedal 11 in the first or second direction as a digital signal input to effect switching between the first, second, and off states of the controller 13. In some embodiments, the angle of rotation of the pedal 11 in the first or second direction may be obtained by providing an angle sensor that sends a digital signal to a digital potentiometer to change the control state of the controller 13, the controller being in the first excited state when the digital potentiometer obtains a positive signal sent by the angle sensor and in the second excited state when the digital potentiometer obtains a negative signal sent by the angle sensor. In some embodiments, the digital potentiometer may also obtain the signal change of the reset device as a digital signal input, thereby changing the control state of the controller 13. In some embodiments, the resetting device may be a fluid damper, and the vehicle footrest assembly 1 may include a detection module that detects the hydraulic pressure or the air pressure of the fluid damper. The detection module may convert the detected hydraulic or pneumatic pressure of the fluid damper into a digital signal as an input to the digital potentiometer 132 to effect switching between its first, second, and off states. In some embodiments, after the digital potentiometer 132 obtains the digital signal as an input, the digital potentiometer 132 may implement output control according to the input digital signal. In some embodiments, output control includes controlling the output of state, output of voltage, and the like. In some embodiments, the detection module can also detect information of other types of reset devices and convert the information into digital signals. For example, the detection module may detect the elastic force of the spring 14.

In some embodiments, the pedal 11 may be parallel to the base 12 when in the initial position. In some embodiments, the pedal 11 may also have a first angle of inclination (e.g., 5 °, 10 °, 15 °, or other possible angular value) forward or rearward relative to the base 12 when in the initial position. In some embodiments, the first inclined angle can be ergonomically set to facilitate a better force angle when the user steps on the vehicle footrest assembly 1. In some embodiments, the maximum rotation angle of the pedal 11 in the first direction may be different from the maximum rotation angle in the second direction. In some embodiments, since a person's foot is easier to apply force when stepping forward relative to stepping backward, the pedal 11 may have a first tilt angle backward relative to the base 12 when in the initial position, and the maximum rotation angle of the pedal 11 in the first direction is greater than the maximum rotation angle in the second direction. In some embodiments, the maximum rotation angle of the pedal 11 in the first direction is different from the maximum rotation angle in the second direction, but the control amount of the controller 13 (e.g., the potentiometer 132, the hall switch 133, the dual hall element, etc.) in the first direction and the second direction may be the same, so that the control amount of the controller 13 in the forward stepping angle and the backward stepping angle of the pedal 11 may be set according to the difference of the force generated by the human foot in the front and back directions. In some embodiments, considering that it is easier for a person to exert force when the person steps forward relative to when the person steps backward, it may be set that a larger stepping angle is required to achieve the same amount of control over the controller 13 when the person steps forward, and a smaller stepping angle is required to achieve the same amount of control over the controller 13 when the person steps backward. For example, when the controller 13 acquires the digital signal transmitted from the angle sensor to switch between the first excited state, the second excited state, and the off state of the controller 13, a variable may be provided, and scaling the positive and negative digital signals transmitted from the angle sensor proportionally to the maximum rotation angle of the pedal 11 in the first direction and the second direction such that the same amount of control of the controller 13 can be achieved when the angle of rotation of the pedal 11 in the second direction (clockwise direction) is smaller than the angle of rotation in the first direction (i.e., counterclockwise direction). For another example, when the controller 13 includes dual hall elements, the ratios of the first and

second hall elements

1352 and 1353 converting electromagnetic signals into output voltages may be set to be different, the conversion ratio of the first hall element 1352 may be set to be lower, and the conversion ratio of the second hall element 1353 may be set to be higher.

In some embodiments, the vehicle footrest assembly 1 can further include a protective shield for covering the perimeter of the vehicle footrest assembly 1 to prevent environmental dirt, liquids, etc. from entering the vehicle footrest assembly 1 and to reduce the amount of degradation and corrosion of the vehicle footrest assembly 1. In some embodiments, the upper end of the shield can be connected to the step plate 11 and the lower end can be connected to the base 12, such that the shield surrounds the outside of the vehicle footrest assembly 1 and can confine the assembly between the step plate 11 and the base 12 in a closed space, thereby effectively isolating dirt such as environmental dust, liquid, etc. In some embodiments, the upper end of the shield may be connected to the pedal 11 and the lower end may be connected to the housing of the controller 13. In some embodiments, when the vehicle footrest assembly 1 is installed in an electric vehicle, a game device, etc., the upper end of the protective cover can be connected with the pedal 11, and the lower end can be connected with a mounting surface of the electric vehicle, the game device, etc. In some embodiments, the protective cover may be made of a soft material or an elastic material, where the soft material is a material that can be freely deformed when being stressed without damaging the structure itself, and the elastic material is a material that can be deformed when being stressed and can return to an original shape after the stress is released, and for example, the protective cover may include, but is not limited to, waterproof and dustproof cloth, plastic, rubber, or the like.

In some embodiments, the vehicle step assembly 1 of some embodiments of the present disclosure can be applied to an electric vehicle. Referring to fig. 7, the electric vehicle 200 may include a vehicle body 201, wheels 202, a vehicle footrest assembly 1, a motor, and the like. The vehicle pedal assembly 1 includes a pedal 11, a base 12, a controller 13, etc., and the specific structure of the vehicle pedal assembly 1 can be seen in the vehicle pedal assembly 1 shown in some embodiments described above, and the motor is used for controlling the rotation of the wheel 202.

In some embodiments, the vehicle footrest assembly 1 is disposed on the vehicle body 201. For example, the vehicle footrest assembly 1 can be positioned under and in front of the seat to facilitate the occupant stepping thereon. The controller 13 of the vehicle footrest assembly 1 is electrically connected to the motor, and the controller 13 inputs a voltage signal or a current signal to the motor to enable the vehicle footrest assembly 1 to control the output of the motor. In some embodiments, the output of the motor may be drivingly connected to the wheel 202 through a transmission. For example, the motor is connected to the wheel 202 through a transmission device such as a drive shaft or a transmission gear train, so that the wheel 202 is controlled to rotate by the output torque of the motor.

The controller 13 can have different excitation states according to the depressed state of the pedal 11, the excitation states can control the rotation direction of the motor, and the wheel 202 rotates in the forward direction or in the reverse direction according to the rotation direction of the motor output. The rotation direction of the motor includes forward rotation and reverse rotation, the forward rotation refers to a rotation direction in which the driving wheel 202 rotates forward to advance the electric vehicle 200, and the reverse rotation refers to a rotation direction in which the driving wheel 202 rotates in reverse to retreat the electric vehicle 200.

In some embodiments, when the pedal 11 is rotated in a first direction by the pedaling force (e.g., when the user presses the pedal 11 forward), the controller 13 is in a first activated state, and the motor is rotated in a third direction, where the third direction may refer to the forward rotation or the reverse rotation of the motor. For example, when the motor rotates forward in the third direction, the wheels 202 may also be driven to rotate forward, so as to drive the electric vehicle 200 to advance; when the motor rotates in the reverse direction in the third direction, the wheels 202 can be driven to rotate in the reverse direction, so that the electric vehicle 200 is driven to move backward.

When the pedal 11 is rotated in the second direction by the pedaling force (e.g. when the user presses the pedal 11 backwards), the controller 13 is in the second activated state, and the motor is rotated in the fourth direction, which is two different directions from the third direction. For example, if the third direction is a motor forward rotation direction and the fourth direction is a motor reverse rotation direction, the motor can drive the wheels 202 to also rotate reversely, so as to drive the electric vehicle 200 to move backwards; if the third direction is the motor reverse rotation direction and the fourth direction is the motor forward rotation direction, the motor can drive the wheels 202 to rotate forward, so as to drive the electric vehicle 200 to advance.

When the controller 13 is in the off state, the input signal from the controller 13 to the motor is interrupted, i.e. the controller 13 and the motor are in signal connection, but the controller 13 does not send a signal to the motor to rotate it. In some embodiments, after the input signal to the motor from the controller 13 is interrupted, the motor stops running, the wheels 202 also stop rotating, and the electric vehicle 200 is in a parked state. In some embodiments, the motor may continue to rotate under inertial force and gradually stall after the input signal to the motor from the controller 13 is interrupted. In some embodiments, after the input signal from the controller 13 to the motor is interrupted, the electric vehicle 200 may continue to slide in the original direction under the action of inertia force and gradually decelerate to a stop.

In some embodiments, a transmission may be disposed between the pedal 11 and the motor, and the angle of rotation of the pedal 11 in the first direction and/or the second direction when being pressed may also be used to control the transmission to shift, for example, when the angle of rotation of the pedal 11 in the first direction and/or the second direction is less than or equal to a first preset angle, the transmission is switched to a first preset gear. In some embodiments, the first preset gear may be a speed gear. In some embodiments, the first predetermined gear may also be a forward or reverse gear. When the pedal 11 is rotated in the first direction and/or the second direction by an angle greater than a first preset angle, the transmission is switched to a second preset gear. In some embodiments, the second preset gear may be a different speed gear than the first preset gear. In some embodiments, the second preset gear may also be a forward or reverse gear. In this way, the gear of the electric vehicle 200 can be controlled by the pedal 11 without providing an additional gear control device (e.g., a gear switch).

In some embodiments, the transmission between the pedal 11 and the motor may be eliminated, and the rotation angle of the pedal 11 directly controls the output rotation speed of the motor, i.e. the output rotation speed of the motor may be determined by the rotation angle in the first direction and/or the second direction when the pedal 11 is pressed. In some embodiments, the output rotation speed of the motor has a positive correlation with the angle of the pedal 11 rotating in the first direction and/or the second direction, wherein the positive correlation may be a linear positive correlation or a non-linear positive correlation between the output rotation speed of the motor and the angle of the pedal 11 rotating in the first direction and/or the second direction.

For example, when the pedal 11 rotates gradually in the first direction and/or the second direction, the rotation angle thereof gradually increases from small to large, and at this time, the output rotation speed of the motor also gradually increases from small to large, and the rotation angle of the pedal 11 and the output rotation speed of the motor may be in a linear relationship or a nonlinear relationship. For example, the rotation angle of the pedal 11 is increased in a balanced manner, and the output rotation speed of the motor is also increased in a balanced manner; for another example, the rotation angle of the pedal 11 is increased in a balanced manner, and the output rotation speed of the motor is increased in a curve or a parabola, but not limited thereto.

The controller 13 is further configured to collect or receive the information of the rotation angle of the pedal 11, and generate a control instruction of the output rotation speed of the motor after processing the information, so as to control the output rotation speed of the motor according to the information of the rotation angle of the pedal 11.

In some embodiments, the controller 13 may be a pressure sensor. The pressure sensor may be disposed below the pedal 11, and in some embodiments, a pressing structure is disposed below the pedal 11, and the pressing structure presses the pressure sensor to generate a pressure signal when the pedal 11 rotates, so that the pressure sensor can detect the pressure signal when the pedal 11 rotates in the first direction and/or the second direction, and the controller 13 converts the pressure signal into an electrical signal as an input of the motor, and controls an output rotation speed of the motor. In some embodiments, the pedal 11 may rotate (e.g., rotate in the first direction or rotate in the second direction) by a certain angle before contacting the pressure sensor according to the press-fit structure, at this time, the angle of the pedal 11 is not increased any more, but the user may continue to apply force to the pedal 11, the pressure signal sensed by the pressure sensor continues to increase, the electrical signal input by the pressure sensor to the motor correspondingly increases, and the output rotation speed of the motor correspondingly increases.

In some embodiments, the controller 13 may be a potentiometer 132. The potentiometer 132 may be disposed at the rotational connection of the pedal 11 and the base 12, and the potentiometer 132 is at a zero position when the pedal 11 is at the initial position relative to the base 12. In some embodiments, the potentiometer 132 may obtain a positive output voltage that gradually increases when the pedal 11 is rotated in the first direction, the controller 13 controls the motor to rotate in the forward direction according to the positive output voltage, and the output rotation speed of the motor gradually increases as the rotation angle of the pedal 11 increases, and the potentiometer 132 may obtain a negative output voltage that gradually increases when the pedal 11 is rotated in the second direction, the controller 13 controls the motor to rotate in the reverse direction according to the negative output voltage, and the output rotation speed of the motor gradually increases as the rotation angle of the pedal 11 increases. Wherein, the output rotation speed of the motor may be in a linear positive correlation or a non-linear positive correlation with the output voltage of the potentiometer 132.

In some embodiments, the controller 13 may be a hall switch 133. The hall switch 133 is disposed below the pedal 11, can detect the rotation angle of the pedal 11 through the magnetic induction effect, and obtain a corresponding potential difference (i.e., a voltage signal), and the controller 13 controls the output rotation speed of the motor according to the potential difference, and the output rotation speed of the motor may be positively correlated with the potential difference of the hall switch 133, for example, a linear positive correlation or a non-linear positive correlation. For example, in some embodiments, when the pedal 11 is rotated in the first direction, the hall element may obtain a positive potential difference that gradually increases, the controller 13 controls the motor to rotate in the forward direction according to the positive potential difference, and the output rotation speed of the motor gradually increases, and when the pedal 11 is rotated in the second direction, the hall element may obtain a negative potential difference that gradually increases, the controller 13 controls the motor to rotate in the reverse direction according to the negative potential difference, and the output rotation speed of the motor gradually increases.

In some embodiments, the controller 13 may be a dual hall element including two hall elements, a first hall element 1352 and a second hall element 1353. In some embodiments, the first hall element 1352 is disposed at the front end of the base 12, the second hall element 1353 is disposed at the rear end of the base 12, and a magnetic member corresponding to each hall element is disposed at the front end and the rear end of the pedal 11, respectively, and the magnetic member moves relative to the hall elements to generate an electromagnetic signal. When the pedal 11 rotates along the first direction or the second direction, the distance between the magnetic member and the corresponding hall element is changed, so that the two hall elements generate two different electromagnetic signals, and the controller 13 determines the pedaling direction and the rotation angle of the pedal 11 by processing the two electromagnetic signals, thereby transmitting an electric signal to the motor and controlling the rotation direction and the output rotation speed of the motor.

In some embodiments, the controller 13 may calibrate the electromagnetic signal of the dual hall element by the following procedure:

the method comprises the steps of firstly, respectively obtaining a first electromagnetic signal and a second electromagnetic signal of two Hall elements, and comparing the first electromagnetic signal with the second electromagnetic signal. In some embodiments, the first electromagnetic signal is a signal of the first hall element 1352 disposed at the front end of the base 12, the second electromagnetic signal is a signal of the second hall element 1353 disposed at the rear end of the base 12, and the controller 13 may compare the strength of the first electromagnetic signal and the second electromagnetic signal, or the difference between the two.

And step two, judging the treading direction of the pedal 11 according to the comparison result of the first electromagnetic signal and the second electromagnetic signal. In some embodiments, the controller 13 may determine the depressing direction of the pedal 11 according to the strength of the first electromagnetic signal. In some embodiments, if the intensity of the first electromagnetic signal is greater than the intensity of the second electromagnetic signal, it can be determined that the pedal 11 is rotating in the first direction, i.e. stepping forward, and if the intensity of the first electromagnetic signal is less than the intensity of the second electromagnetic signal, it can be determined that the pedal 11 is rotating in the second direction, i.e. stepping backward.

And step three, judging the rotation angle of the pedal 11 according to the difference value of the first electromagnetic signal and the second electromagnetic signal. In some embodiments, if the absolute value of the difference between the first electromagnetic signal and the second electromagnetic signal is larger, the pedal 11 rotates by a larger angle in the first direction or the second direction, and if the absolute value of the difference between the first electromagnetic signal and the second electromagnetic signal is smaller, the pedal 11 rotates by a smaller angle in the first direction or the second direction, and the value of the angle of rotation of the pedal 11 can be specifically calculated according to the magnitude of the difference, so as to transmit an electrical signal to the motor and control the rotation direction and the output rotation speed of the motor.

In some embodiments, the rotation angle of the pedal 11 may also be determined by the hall element with the greater signal strength of the two hall elements. In some embodiments, the electromagnetic signal with the greater signal intensity of the first electromagnetic signal and the second electromagnetic signal is selected, and the angle value of the pedal 11 rotation is calculated according to the electromagnetic signal with the greater signal intensity, so as to transmit the electrical signal to the motor, and control the rotation direction and the output rotation speed of the motor.

In some embodiments, the output speed of the motor may not be determined by the rotation angle of the pedal 11. In some embodiments, pedal 11 is only used to trigger controller 13 to activate, and when pedal 11 triggers controller 13 to activate, controller 13 may directly control the rotation of the motor, thereby driving wheel 202 to rotate. In some embodiments, parameters such as the output rotation speed of the motor may be preset in the controller 13, and the output rotation speed of the motor may be automatically set by the controller 13, for example, the output rotation speed of the motor may be automatically set according to a vehicle condition signal acquired by an accessory such as a radar outside the vehicle body 201. In some embodiments, other control members for controlling the output speed of the motor may be further disposed on the electric vehicle 200, such as a speed gear or a control knob, and after the pedal 11 triggers the controller 13 to start, the user can control the output speed of the motor through the control members.

In some embodiments, the controller 13 may be a boat-type switch 134. The boat switch 134 includes trigger buttons respectively located at the front side and the rear side of the pedal 11, and the pedal 11 can trigger the trigger buttons of the boat switch 134 when rotated, thereby triggering the motor to be started. When the boat switch 134 is in the initial position relative to the base 12, the controller 13 is in the off state, the transmission signal (e.g., electrical signal) from the controller 13 to the motor is interrupted, or no signal is transmitted between the controller 13 and the motor; when the pedal 11 rotates along a first direction, the trigger button of the ship-shaped switch 134 located at the front side of the pedal 11 can be triggered, and at this time, the controller 13 can input an electric signal to the motor to control the motor to rotate forward and start; when the pedal 11 is rotated in the second direction, the trigger button of the boat-shaped switch 134 located at the rear side of the pedal 11 can be triggered, and at this time, the controller 13 can input an electric signal to the motor to control the motor to start the motor in a reverse rotation manner.

In some embodiments, the motor may have soft start and soft stop control techniques. In some embodiments, slow-up refers to a control mode in which the motor can slowly accelerate rotation when starting rotation, and slow-down refers to a control mode in which the motor can slowly decelerate rotation when stopping rotation. In the vehicle pedal assembly 1 provided with the boat-shaped switch 134, the motor can be controlled to slowly start and slowly stop, so that the phenomenon that the electric vehicle 200 is suddenly started or suddenly stopped after the boat-shaped switch 134 is triggered is avoided, and the riding comfort of passengers is improved.

In some embodiments, the number of the vehicle footrest assemblies 1 can be set according to the model of the specific electric vehicle 200 and its functions. In some embodiments, the vehicle footrest assembly 1 includes a first vehicle footrest assembly and a second vehicle footrest assembly, and the motors include a first motor controlling one side wheel 202 of the electric vehicle 200 and a second motor controlling the other side wheel 202 of the electric vehicle 200. In some embodiments, the first vehicle step assembly controls the output of the first electric machine and the second vehicle step assembly controls the output of the second electric machine. In some embodiments, the one side wheel 202 and the other side wheel 202 of the electric vehicle 200 may refer to the left side wheel 202 and the right side wheel 202 of the electric vehicle 200, respectively. In some embodiments, the one side wheel 202 and the other side wheel 202 of the electric vehicle 200 may also be referred to as a front side wheel 202 and a rear side wheel 202 of the electric vehicle 200, respectively. The electric vehicle 200 comprises two vehicle pedal assemblies 1, which can respectively control the wheels 202 on two sides independently, so that the wheels 202 on two sides have different rotating speeds and/or rotating directions, and the electric vehicle 200 can have more driving actions. For example, by controlling the left wheel 202 and the right wheel 202 respectively, the actions of drifting, turning on the spot, etc. of the electric vehicle 200 can be realized, and the flexibility of the electric vehicle 200 can be increased. For another example, by separately controlling the front side wheels 202 and the rear side wheels 202, the in-situ power storage, tail raising and other actions of the electric vehicle 200 can be realized, and the interest of the electric vehicle 200 can be increased. In some embodiments, each vehicle footrest assembly 1 can individually control one of the side wheels 202 of the electric vehicle 200. In some embodiments, each of the vehicle footrest assemblies 1 can individually control all of the wheels 202 on one side of the electric vehicle 200, which is not limited in the present application.

In some embodiments, the controller 13 may include an auto-correcting function for correcting the triggering signals of the two vehicle step assemblies to be synchronous signals in time, based on the difficulty of starting to pedal both vehicle step assemblies simultaneously by both feet of the user when the user pedals both vehicle step assemblies. In some embodiments, the controller 13 acquires the trigger signal of the second vehicle footrest assembly after acquiring the trigger signal of the first vehicle footrest assembly (e.g., at 2 second intervals), and the controller 13 may not transmit the control signal to the first motor after acquiring the first vehicle footrest assembly first, but rather the controller 13 may transmit the control signal to the first motor and the second motor simultaneously after acquiring the trigger signal of the second vehicle footrest assembly, respectively, to achieve synchronous control of the first motor and the second motor.

In some embodiments, when the controller 13 obtains the rotation signal of the pedal 11 of one of the first vehicle pedal assembly and the second vehicle pedal assembly at the beginning of the starting of the electric vehicle 200, the controller 13 can simultaneously control the wheels 202 on both sides of the electric vehicle 200 to rotate by the rotation signal. In some embodiments, when the controller 13 obtains the rotation signals of the pedals 11 of the first and second vehicle step assemblies, the controller 13 can control the wheels 202 on both sides of the electric vehicle 200 using the rotation signals of the first and second vehicle step assemblies, respectively. By the mode, when the user drives the electric vehicle 200, the user can be familiar with the operation of the electric vehicle 200 by one foot, and then the user can trigger the two feet to control the operation, so that the operation feeling is increased, and the user experience is improved.

In some embodiments, the electric vehicle 200 may be a carting car. Carting cars are generally applied to playgrounds or arenas, and therefore, the carting cars have high demands on interestingness and special effects. Set up pedal subassembly of first vehicle and pedal subassembly of second vehicle in order to control the wheel 202 of both sides respectively on this kart, through the slew velocity and the direction of rotation of adjusting both sides wheel 202, can realize tricks such as drift, stick up the tail, increase kart's interest. For example, a first vehicle step assembly can control the left side wheel 202 of the kart, a second vehicle step assembly can control the right side wheel 202 of the kart, and by adjusting the rotational speed and the rotational direction of the left side wheel 202 and the right side wheel 202, the actions of drifting, pivot turning, etc. of the kart can be realized. For another example, the first vehicle pedal assembly can control the front wheel 202 of the kart, the second vehicle pedal assembly can control the rear wheel 202 of the kart, and the actions of storing force in place, tilting tail and the like of the kart can be realized by adjusting the rotating speed of the left wheel 202 and the right wheel 202.

In some embodiments, the electric vehicle 200 may be a sanitation vehicle. The driving environment of sanitation vehicles is usually more obstacles, such as pedestrians or vehicles, need to be avoided in time, and therefore, the driving flexibility is higher. The wheels 202 on the two sides of the sanitation vehicle are respectively controlled by arranging the first vehicle pedal assembly and the second vehicle pedal assembly, so that the sanitation vehicle can realize actions such as curve track running or in-situ turning back and the like, and the control flexibility of the sanitation vehicle is improved.

In some embodiments, the electric vehicle 200 may be a toy vehicle. The user group of the toy car mainly aims at children and has higher interest demand. Set up first vehicle pedal assembly and second vehicle pedal assembly on the toy car, control the both sides wheel 202 of toy car respectively, can realize that the toy car is nimble in the small place and is shuttled back and forth, S is around actions such as turn round, improves the playfulness of toy car.

In some embodiments, the electric vehicle 200 may be a scooter. The scooter type is usually small, and usually drives on non-motor road, needs to avoid pedestrian or barrier, therefore has higher demand for flexibility. The first vehicle pedal assembly and the second vehicle pedal assembly are arranged on the scooter to control wheels 202 on two sides of the scooter respectively, so that actions such as avoidance, turning and the like can be realized more flexibly, and the flexibility and the safety of the scooter can be improved.

In some embodiments, the electric vehicle 200 may be provided with only one vehicle footrest assembly 1, and the vehicle footrest assembly 1 can control the electric vehicle 200 to move forward and backward and to park. In some embodiments, in order to enable other operations such as turning of the electric vehicle 200, a steering wheel, a suspension system, and the like may be further provided to steer the electric vehicle 200 to turn. In some embodiments, if the electric vehicle 200 includes the first vehicle footrest assembly and the second vehicle footrest assembly, the two vehicle footrest assemblies 1 individually control the wheels 202 on both sides, and by adjusting the rotation direction and the rotation speed of the wheels 202 on both sides, various actions such as turning the electric vehicle 200 can be realized, and at this time, the electric vehicle 200 can be free from a steering wheel, a suspension system, and the like, so as to save the cost and the weight of the electric vehicle 200.

In some embodiments, the electric vehicle 200 may include a braking device for achieving a braking operation of the electric vehicle 200, and in some embodiments, braking may refer to an action capable of stopping or slowing the electric vehicle 200 in motion. In some embodiments, a braking device may be disposed on the wheel 202 to brake the vehicle by braking rotation of the wheel 202. In some embodiments, a braking device may also be provided on the motor to brake the vehicle by braking the rotation of the motor. In some embodiments, the electric vehicle 200 may include a brake controller electrically connected to the braking device for controlling the braking device of the electric vehicle 200.

In some embodiments, the upper surface of the pedal 11 is provided with a sensor for detecting whether the user steps on the pedal 11. In some embodiments, the brake controller may receive the detection signal transmitted from the sensor, and control the brake device to perform the braking operation or release the braking operation according to the detection signal. In some embodiments, the brake controller may control the brake device to brake the electric vehicle 200 when the sensor detects that the user does not step on the pedal 11. In some embodiments, the sensor detects that the user steps on the pedal 11, and sends a command to activate the controller 13, so that the controller 13 can detect the rotation of the pedal 11 in the first direction or the second direction in time. The sensor may be any sensor capable of sensing an object on the upper surface of the pedal 11, such as a pressure-sensitive sensor, a photoelectric sensor, etc., but is not limited thereto.

In some embodiments, the brake controller may be disposed below the vehicle footrest assembly 1, and the vehicle footrest assembly 1 may be movable relative to the brake controller. In some embodiments, the brake controller includes a braking state to control the braking device to perform a braking operation and a non-braking state to control the braking device to release the braking operation. In some embodiments, the brake controller can be switched between a braking state and a non-braking state by changing the distance between the vehicle footrest assembly 1 and the brake controller. In some embodiments, the distance between the vehicle footrest assembly 1 and the brake controller can be the distance between the lower surface of the base 12 of the vehicle footrest assembly 1 and the upper surface of the brake controller. In some embodiments, when the distance between the vehicle pedal assembly 1 and the brake controller in the non-treading state is an initial distance, the brake controller is in the non-braking state; when the distance between the vehicle pedal assembly 1 and the brake controller is smaller than a first preset distance, the brake controller is in a braking state; wherein the first preset distance is smaller than the initial distance. The initial distance may be the distance between the lower surface of the vehicle footrest assembly 1 and the trigger surface of the brake controller in the non-depressed state of the vehicle footrest assembly 1. In some embodiments, the controller 13 can be located at the lowest position in the vehicle footrest assembly 1, and the lower surface of the controller 13 is the lower surface of the vehicle footrest assembly 1. In some embodiments, the base 12 can be located at the bottom of the vehicle footrest assembly 1, and the lower surface of the base 12 is the lower surface of the vehicle footrest assembly 1. In some embodiments, the trigger surface of the brake controller may be an upper surface of a housing of the brake controller. In some embodiments, where the brake control includes a trigger element, the trigger surface of the brake control may be the upper surface of the trigger element on the control 13. In some embodiments, after the vehicle pedal assembly 1 is depressed and moves downward as a whole, the distance between the vehicle pedal assembly 1 and the brake controller gradually decreases, and when the distance decreases to be less than a first preset distance, the brake controller can be triggered to be in a braking state.

In some embodiments, when the user operates the electric vehicle 200, pedaling the pedal 11 in the first direction or the second direction can control the speed and the driving direction of the electric vehicle 200, for example, pedaling the pedal 11 forward to control the electric vehicle 200 to advance forward, or pedaling the pedal 11 backward to control the electric vehicle 200 to retreat; when the user steps on the pedal 11 with force from the middle of the pedal 11 to lower the entire vehicle step assembly 1, the braking of the electric vehicle 200 can be controlled. The treading points are different when the electric vehicle 200 is controlled to run and brake, so that the brake device can be prevented from being triggered by mistake when a user operates the vehicle to run; and a first preset distance is further set, that is, the electric vehicle 200 can be controlled to brake only after the user steps on the vehicle pedal assembly 1 and integrally descends to a certain degree, so that misjudgment caused by slight descending of the vehicle pedal assembly 1 in the process of forward or backward stepping can be prevented, and the control accuracy of the electric vehicle 200 is improved.

In some embodiments, a distance meter may be provided between the brake controller and the vehicle footrest assembly 1 for detecting distance information between the vehicle footrest assembly 1 and the brake controller so that the brake controller switches between a braking state and a non-braking state based on the distance information.

In some embodiments, the brake controller may also include a hall element, potentiometer or pressure switch, etc. and when the vehicle footrest assembly 1 is moved relative to the brake controller, the brake controller may generate a corresponding brake control signal to switch the brake controller between a braking state and a non-braking state. In some embodiments, a pressure switch is provided in the brake controller, and when the vehicle footrest assembly 1 moves toward and contacts the brake controller, the pressure switch generates a pressure signal, i.e., a brake control signal. For example, when the pressure signal is greater than a first preset threshold (e.g., 50 newtons, 100 newtons, etc.), the brake controller is in the braking state. In some embodiments, a hall element is disposed in the brake controller, and a magnetic member is disposed on the lower surface of the vehicle pedal assembly 1, so that when the vehicle pedal assembly 1 moves towards the brake controller, the hall element can generate a gradually changing electrical signal, which is a brake control signal, due to an electromagnetic induction effect. For example, the brake controller is in the braking state when the electrical signal is greater than a second predetermined threshold (e.g., 1 volt, 5 volts, etc.). In some embodiments, a potentiometer is provided in the brake controller, which generates a gradually changing electrical signal, i.e. a brake control signal, when the vehicle pedal assembly 1 is moved towards the brake controller. For example, when the electrical signal is greater than a predetermined threshold (e.g., 1 volt, 5 volts, etc.), the brake controller is in a braking state, i.e., the electric vehicle 200 is stopped or decelerated.

In some embodiments, when the vehicle footrest assembly 1 meets a first predetermined condition, the vehicle footrest assembly 1 can be moved toward the brake controller to change the brake controller from the non-braking state to the braking state.

In some embodiments, the first predetermined condition may be a predetermined pressure value. For example, when the vehicle footrest assembly 1 is subjected to a pedaling force at a pressure value greater than a preset pressure value, it can be moved toward the brake controller.

In some embodiments, the first preset condition may be a pedal 11 specified action. For example, the designated motion may be that the pedal 11 completes the first direction reciprocating rotation and the second direction reciprocating rotation within a preset time, and after the designated motion is completed, the vehicle pedal assembly 1 can move towards the brake controller; more specifically, the first preset condition is that the pedal 11 completes a forward reciprocating pedaling motion and then completes a backward reciprocating pedaling motion within 1 second, and then the pedal assembly is pressed again to move towards the brake controller. For another example, the vehicle footrest assembly 1 can rotate clockwise or counterclockwise along the horizontal direction, and the designated motion can be that the entire vehicle footrest assembly 1 rotates clockwise or counterclockwise along the horizontal direction by a preset angle (e.g., 30 °, 40 °, etc.), and after the designated motion is completed, the vehicle footrest assembly 1 can move toward the brake controller. The vehicle footrest assembly 1 can only be moved towards the brake controller after the first preset condition is met, and the user can be prevented from accidentally triggering a braking state when the control pedal 11 is rotated in the first direction and in the second direction.

In some embodiments, the first preset condition may be a trigger signal. In some embodiments, the trigger signal may be manually input by a user or voice input. For example, a locking mechanism may be disposed between the vehicle pedal assembly 1 and the brake controller, an operation button for controlling the locking mechanism to unlock or lock may be disposed on the operation console of the electric vehicle 200, and whether the vehicle pedal assembly 1 can move towards the brake controller is controlled by the cooperation of the operation button and the locking mechanism. In some embodiments, the initial state of the operating button, which may be an unstressed natural state, is a locked state of the locking mechanism in which the vehicle footrest assembly 1 cannot be moved toward the brake controller. In some embodiments, the operating button, after being manually pressed, may generate a trigger signal for triggering the unlocking of the locking mechanism, and the locking mechanism is switched to the unlocked state, at which time the vehicle footrest assembly 1 meets the first preset condition, and the vehicle footrest assembly 1 can be moved towards the brake controller.

In some embodiments, the operational state of the brake controller may also be determined by a sensor disposed above the pedal 11, for example, when the sensor detects that the user is not pressing the pedal 11, the brake controller switches to the braking state, and when the sensor detects that the user is pressing the pedal 11, the brake controller switches to the non-braking state.

In some embodiments, the brake controller may be connected to an intelligent driving system of the electric vehicle 200, and when the intelligent driving system detects that there is an obstacle in the driving direction of the electric vehicle 200, the intelligent driving system sends a command to the brake controller, so that the brake controller may switch to a braking state, thereby controlling the braking device to brake the electric vehicle 200.

In some embodiments, the electric vehicle 200 may include a vehicle body 201, wheels 202, a vehicle footrest assembly 1, an electric motor, and the like. The vehicle pedal assembly 1 includes the pedal 11, the base 12, the controller 13, and the like, and the specific structure of the vehicle pedal assembly 1 can be seen from the vehicle pedal assembly 1 shown in some embodiments described above, and the motor is used for controlling the rotation of the wheel 202.

In some embodiments, the electric vehicle 200 includes a low speed mode and a high speed mode; when the electric vehicle 200 is in the low-speed mode, the maximum speed of the electric vehicle 200 is less than or equal to a first preset speed, and at this time, the electric vehicle 200 runs at a safer speed; when the electric vehicle 200 is in the high-speed mode, the maximum speed of the electric vehicle 200 is greater than a first preset speed. The safety of the electric vehicle 200 in the low speed mode is higher than that in the high speed mode, for example, when the electric vehicle 200 runs in the low speed mode encounters the same obstacle, the braking distance of the electric vehicle 200 running in the low speed mode is shorter, the electric vehicle 200 running in the high speed mode is less prone to impact, and for example, when the electric vehicle 200 runs in the high speed mode and receives the same impact again, the electric vehicle 200 running in the low speed mode receives less impact force and less damage than the electric vehicle 200 running in the high speed mode.

In some embodiments, the maximum speed of the electric vehicle 200 in the high-speed mode is less than or equal to a second preset speed and greater than the first preset speed, wherein the second preset speed is greater than the first preset speed. In some embodiments, the second preset vehicle speed may be a multiple of the first preset vehicle speed, such as, without limitation, 1.5 times, 2 times, etc.

In some embodiments, when the electric vehicle 200 is in the high speed mode, the control mode of the vehicle footrest assembly 1 can be adjusted accordingly. In some embodiments, the brake controller is more sensitive in the high speed mode, or the vehicle footrest assembly 1 is more easily moved towards the brake controller. According to the speed mode of the electric vehicle 200, the corresponding control scheme is adjusted, and the driving safety in the high-speed mode can be ensured.

In some embodiments, the control of the motor by the vehicle footrest assembly 1 may be different when the electric vehicle 200 is in the high speed mode or the low speed mode. In some embodiments, such as the electric vehicle 200 comprising a first vehicle step assembly and a second vehicle step assembly, when the electric vehicle 200 is in the low speed mode, the two vehicle step assemblies 1 can respectively control the wheels 202 on both sides of the electric vehicle 200; when the electric vehicle 200 is in the high-speed mode, only one of the two vehicle footrest assemblies 1 keeps working normally, and the other vehicle footrest assembly 1 has limited functions, and the normally working vehicle footrest assembly 1 can only control the front-wheel drive of the electric vehicle 200 or only control the rear-wheel drive of the electric vehicle 200. In some embodiments, when the electric vehicle 200 is in the high-speed mode, one of the two vehicle pedal assemblies 1 can control all wheels 202 of the electric vehicle 200 at the same time, and at least part of functions of the other vehicle pedal assembly 1 are limited, so as to avoid the two vehicle pedal assemblies 1 from causing the rotating speeds of the wheels 202 to be inconsistent, and improve the safety of the electric vehicle 200 in the high-speed mode. For example, in a high speed mode, one of the vehicle footrest assemblies 1 can control all the wheels 202 of the electric vehicle 200, and the other vehicle footrest assembly 1 can only control the braking device to brake the vehicle. As another example, in the high-speed mode, one of the vehicle footrest assemblies 1 can control all of the wheels 202 of the electric vehicle 200, and the other vehicle footrest assembly 1 is locked and cannot perform any operation.

In some embodiments, the low-speed mode and the high-speed mode of the electric vehicle 200 are different in control in addition to the speed, for example, when the electric vehicle 200 is in the low-speed mode, the correspondence relationship between the output rotation speed of the motor and the angle of rotation of the pedal 11 in the first direction and/or the second direction is different from that when the electric vehicle 200 is in the high-speed mode.

In some embodiments, when the pedal 11 rotates in the first direction or the second direction by the same angle, the increase of the rotation speed of the motor in the high speed mode may be smaller than that in the low speed mode. In some embodiments, in the high-speed mode, the output rotation speed of the motor is set to a constant value, and the rotation angle of the pedal 11 in the first direction or the second direction does not affect the output rotation speed of the motor, so as to prevent the electric vehicle 200 from accelerating. In this way, if the electric vehicle 200 has two sets of the vehicle pedal assemblies 1, the difference in the rotational speed between the wheels 202 on both sides thereof can be reduced, thereby preventing dangerous motions such as high-speed sharp turns and improving the safety of the electric vehicle 200.

In some embodiments, the high speed mode may be determined based on the flow 800. In some embodiments, referring to FIG. 8, process 800 includes the following steps:

and step 810, acquiring driving data of the user within preset driving time.

The driving data refers to operation data and traveling data generated by the user while driving the electric vehicle 200. In some embodiments, the driving data of the user for the preset driving time may be driving data generated in a low speed mode. In some embodiments, the driving data may include, but is not limited to, data of rotation of the pedal 11, data of a tread force applied to the pedal 11, a travel of the electric vehicle 200, a travel period, a travel speed, a number of braking, a start position or an end position, and the like. In some embodiments, the electric vehicle 200 may include a processing device. In some embodiments, the processing device may obtain driving data generated by the user during operation of the electric vehicle 200 from other structures or devices of the electric vehicle 200 (e.g., controllers, sensors, motors, etc.).

The preset driving time may be a preset time during which the electric vehicle 200 is in a driving state. In some embodiments, the preset driving time may be 20 to 100 hours. For example, the preset driving time may be 40 hours, 50 hours, or 60 hours, etc. The driving time is preset, the driving data of the user within a period of time is acquired, the sufficiency of the data can be guaranteed, and the result of the subsequent processing process is more accurate and reliable.

And 820, determining the driving parameters of the high-speed mode based on a preset algorithm.

The driving parameter may be a parameter related to the traveling of the electric vehicle 200 during the driving of the electric vehicle 200 by the user. In some embodiments, the driving parameters may include, but are not limited to, maximum vehicle speed, correspondence between output rotational speeds of the vehicle footrest assembly 1 and the motor, braking manner, or brake trigger force. In some embodiments, the driving parameters for the high speed mode may be determined based on driving data of the user in the low speed mode. In some embodiments, the maximum vehicle speed in the high-speed mode may be determined by the rotation data (e.g., the angle of rotation of the pedal 11, etc.) of the pedal 11 in the low-speed mode, for example, the range of the angle through which the user steps on the pedal 11 for the preset driving time is 0 ° to 40 ° in the low-speed mode, and the maximum vehicle speed in the high-speed mode may be determined as the vehicle speed corresponding to the rotation of the user steps on the pedal 11 to the range of 30 ° to 40 °.

In some embodiments, the maximum vehicle speed of the high-speed mode may be determined by the travel, the travel time period, and the travel speed of the electric vehicle 200 in the low-speed mode, the travel time period and the travel speed used by different users in the same travel range may be different, and the maximum vehicle speed determined by the electric vehicle 200 may be less than the maximum vehicle speed of the user who uses the travel time period in the same travel range.

In some embodiments, the pedaling habits of different users are determined according to the rotation data of the pedal 11 and the data of the pedaling force applied to the pedal 11 by the users. In some embodiments, the pedaling habits may correspond to different values that are used to measure the manner in which the user applies force when pedaling the pedal 11, and the larger the value, the greater the force that the user needs to apply when pedaling the pedal 11. In some embodiments, the rotation data of the pedal 11 and the data of the pedaling force applied to the pedal 11 within the preset driving time are obtained, a value corresponding to the pedaling habit of the user can be obtained through calculation of a preset algorithm, and the controller 13 adjusts the output rotation speed of the motor according to the pedaling habit of the user. For example, the treading force of women is smaller than that of men, the angle of the pedal 11 is also smaller, the output rotating speed of the motor is determined according to the treading habit of the user, for example, to reach the same output rotating speed of the motor, women can use smaller treading force, the pedal 11 rotates through a smaller angle, men needs larger treading force, and the pedal 11 needs to rotate through a larger angle.

In some embodiments, the braking manner or the braking trigger force may be determined by parameters such as the number of braking times, where the braking trigger force may be a force that needs to be applied to the braking device when the electric vehicle 200 is triggered to brake, for example, a force of a user stepping on the pedal 11, and the greater the braking trigger force is, the greater the stepping force needs to be applied by the user to trigger the braking device to brake. The higher the braking frequency of a user in the preset driving time is, the smaller the braking trigger force required during braking can be, and the fatigue of the braking device caused by the fact that the user brakes with large force for many times is prevented. In some embodiments, the braking mode may be determined by the treading force data of the pedal 11, for example, the user is used to press the vehicle pedal assembly 1 to the bottom when braking, and the braking mode may be that the user starts braking when pressing the vehicle pedal assembly to the bottom. In some embodiments, the braking mode may include, but is not limited to, pedaling the vehicle pedal assembly 1 downward for braking, pedaling the pedal 11 for braking in a given motion, or manually controlling the braking.

In some embodiments, the processing device may determine the driving parameters for the high speed mode from the acquired driving data based on a preset algorithm. In some embodiments, the preset algorithm may be a machine learning algorithm. In some embodiments, the processing device may train a machine learning model. In some embodiments, the machine learning model may include, but is not limited to, a Convolutional Neural Network (CNN) model, a Recurrent Neural Network (RNN) model, and so forth. In some embodiments, the processing device may input the acquired driving data to a trained machine learning model, which may output driving parameters for a corresponding high-speed mode. In some embodiments, the processing device may input the travel, the travel period, and the travel speed of the electric vehicle 200 in the low speed mode to the machine learning model, and the machine learning model may output the maximum vehicle speed in the high speed mode. In some embodiments, the processing device may input the rotation data of the pedal 11 depressed by the user and the data of the depression force applied to the pedal 11 within the preset time to the machine learning model, and the machine learning model may output the driving habit of the user, or the depression force applied to the pedal 11 in the high speed mode, or other parameters. In some embodiments, the processing device may input parameters such as the number of times of braking of the user within a preset time into the machine learning model, and the machine learning model may output a braking mode or a braking trigger force in the high-speed mode.

In some embodiments, the machine learning model may be obtained by training. In some embodiments, the training input to the machine learning model may be sample driving data of the user in a low speed mode. In some embodiments, the sample driving data of the user in the low speed mode may be obtained by historical driving data when different users drive the electric vehicle 200. The historical driving data may be driving data generated by the electric vehicle 200 during the historical driving by the user. In some embodiments, the training labels of the machine learning model may be sample driving parameters. In some embodiments, the sample driving parameters may be obtained from historical driving parameters of other electric vehicles 200 having the same configuration or structure as the electric vehicle 200 driven by the user. The historical driving parameters may be driving parameters of high-speed modes that have been generated in other electric vehicles 200. In some embodiments, the trained machine learning model may be obtained by inputting sample driving data into the initial machine learning model and training the initial machine learning model with the sample driving parameters as training labels.

In some embodiments, the vehicle footrest assembly 1 of some embodiments of the present description can also be applied to a gaming device 300 or a gaming application. In some embodiments, the gaming device 300 or gaming application may comprise a racing game, which, by combining with the vehicle footrest assembly 1, may greatly enhance the user's experience, giving the user an immersive experience.

In some embodiments, as shown in FIG. 9, gaming device 300 may include, among other things, a host 301, a display device 302, and a vehicle footrest assembly 1. The vehicle footrest assembly 1 includes a footrest 11, a base 12, a controller 13, etc., and the specific structure of the vehicle footrest assembly 1 can be seen from the vehicle footrest assembly 1 shown in some embodiments described above. The host computer 301 stores a racing game program therein and interacts with a user via the display device 302 and the vehicle footrest assembly 1. In some embodiments, gaming device 300 may also include a stand for supporting a display screen, host computer 301, and vehicle footrest assembly 1, among other things.

In some embodiments, the host computer 301 may receive signals generated by the controller 13 in the vehicle footrest assembly 1 and convert them into control parameters for the game. The vehicle pedal assembly 1 is electrically connected with the host 301, and can input the rotation signal of the pedal 11 to the host 301 and feed back the rotation signal to a racing game program, and a virtual vehicle in the racing game program executes corresponding action according to the input signal of the pedal 11. In some embodiments, the linkage manner of the vehicle pedal assembly 1 and the virtual vehicle is similar to the linkage manner of the electric vehicle 200, for example, the pedal 11 can rotate in a first direction to control the virtual vehicle to move forward, accelerate, etc., and the pedal 11 can rotate in a second direction to control the virtual vehicle to move backward, decelerate, etc., or two vehicle pedal assemblies 1 can be arranged on the game device 300 to respectively control the wheels 202 on both sides of the virtual vehicle, so as to implement actions of turning on the spot, drifting, tilting, storing power on the spot, etc., and increase the interest of the game. In some embodiments, the control details of the vehicle footrest assembly 1 of the game device 300 can refer to the control details of the electric vehicle 200 described above, and are not described herein.

In some embodiments, gaming apparatus 300 may be a large commercial gaming machine, display device 302 is a display screen, and the virtual vehicle interacts with the user through the display screen, the vehicle footrest assembly 1, and the like.

In some embodiments, gaming apparatus 300 may be a virtual reality, motion sensing gaming machine, with display device 302 being VR glasses, with the virtual vehicle interacting with the user through VR glasses, vehicle step assembly 1, and the like.

In some embodiments, the vehicle footrest assembly 1 can be used in gaming applications as an external device. In some embodiments, the gaming application may be executed by the terminal device. In some embodiments, the terminal device may include, but is not limited to, a cell phone, a tablet computer, a personal computer, a smart television, and smart glasses. In some embodiments, the vehicle footrest assembly 1 may include a communication module for establishing a communication connection with a terminal device to enable a user to interact with the terminal device through the vehicle footrest assembly 1. In some embodiments, the communication module includes, but is not limited to, a wireless connection or a wired connection such as a network, bluetooth, near field communication, and the like. The user can control the virtual vehicle in the game application by operating the vehicle pedal assembly 1, and the specific control manner can be referred to the description in other places of the specification, which is not described herein.

The beneficial effects that may be brought by the embodiments of the present description include, but are not limited to: (1) The vehicle pedal assembly can be used for controlling the forward movement, the backward movement and the like of a vehicle, and can also be used for controlling the acceleration and the deceleration of the vehicle, so that the convenience and the flexibility of vehicle operation are improved; (2) In some embodiments, the vehicle pedal assemblies can be applied to electric vehicles, such as karts and toy vehicles, and two vehicle pedal assemblies are arranged to realize various actions such as in-situ power storage, tail tilting, drifting and turning, so that the driving flexibility and interestingness of the electric vehicle are improved; (3) In some embodiments, the vehicle pedal assembly is applied to electric vehicles such as sanitation vehicles and mobility scooter, and the two pedal assemblies are arranged to realize curve running, fast avoidance and the like, so that the flexibility and the safety of the mobility scooter are improved; (4) In some embodiments, the electric vehicle has a high-speed mode and a low-speed mode, and the vehicle pedal assembly has different control modes in different modes, so that the safety of the electric vehicle in the high-speed mode is improved; (5) The vehicle pedal assembly can be applied to game equipment or external equipment, the vehicle pedal assembly is in communication connection with the game equipment or the external equipment, a user controls and interacts with games by controlling the vehicle pedal assembly, and interestingness of the games can be improved. It is to be noted that different embodiments may produce different advantages, and in different embodiments, any one or combination of the above advantages may be produced, or any other advantages may be obtained.

Having thus described the basic concept, it will be apparent to those skilled in the art that the foregoing detailed disclosure is to be considered as illustrative only and not limiting of the application. Various modifications, improvements and adaptations to the present application may occur to those skilled in the art, although not explicitly described herein. Such modifications, improvements and adaptations are proposed in the present application and thus fall within the spirit and scope of the exemplary embodiments of the present application.

Also, this application uses specific language to describe embodiments of the application. Reference to "one embodiment," "an embodiment," and/or "some embodiments" means a feature, structure, or characteristic described in connection with at least one embodiment of the application. Therefore, it is emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, some features, structures, or characteristics of one or more embodiments of the present application may be combined as appropriate.

Claims

1. An electric vehicle, comprising:

a vehicle footrest assembly including a controller; the controller comprises a first excited state, a second excited state, and an off state; and

a motor for controlling the rotation of the wheel; the controller is electrically connected with the motor to enable the vehicle pedal assembly to control the output of the motor;

wherein when the controller is in the first excited state, the motor rotates in a third direction; when the controller is in the second excitation state, the motor rotates along a fourth direction; when the controller is in the off state, input signals to the motor from the controller are interrupted.

2. The electric vehicle of claim 1, wherein the vehicle footrest assembly further comprises a pedal rotatably coupled to the base and a base, the pedal being rotatable relative to the base in a first direction and a second direction, the first direction being opposite the second direction; the rotation of the pedal can enable the controller to be in different states;

wherein when the pedal is in an initial position relative to the base, the controller is in an off state; when the pedal rotates along a first direction relative to the base, the controller is in a first excitation state; when the pedal rotates relative to the base along a second direction, the controller is in a second excitation state.

3. The electric vehicle according to claim 2, wherein the output rotation speed of the motor is in a positive correlation with the angle of rotation of the pedal in the first direction and/or the second direction.

4. The electric vehicle of claim 1, wherein the vehicle footrest assembly comprises a first vehicle footrest assembly and a second vehicle footrest assembly, the motors comprising a first motor controlling a wheel on one side of the electric vehicle and a second motor controlling a wheel on the other side of the electric vehicle; the first vehicle footrest assembly controls an output of the first motor, and the second vehicle footrest assembly controls an output of the second motor.

5. The electric vehicle of claim 2, further comprising a braking device, wherein the pedal is provided with a sensor on an upper surface thereof, and the braking device brakes the electric vehicle when the sensor detects that the user does not step on the pedal.

6. The electric vehicle of claim 5, further comprising a brake controller electrically connected to the brake device, the brake controller being disposed below the vehicle footrest assembly; the brake controller comprises a braking state and a non-braking state; when the distance between the vehicle pedal assembly and the brake controller is an initial distance, the brake controller is in the non-braking state; when the distance between the vehicle pedal assembly and the brake controller is smaller than a first preset distance, the brake controller is in the braking state; wherein the first preset distance is smaller than the initial distance.

7. The electric vehicle of claim 5, wherein the vehicle footrest assembly is movable toward the brake controller to transition the brake controller from the non-braking state to the braking state when the vehicle footrest assembly satisfies a first predetermined condition.

8. The electric vehicle of claim 2, wherein at least one of the front half and the rear half of the pedal is provided with a guide post, the base is provided with a guide hole corresponding to the guide post, and the guide post moves along the guide hole.

9. The electric vehicle of claim 8, wherein the vehicle step assembly comprises a return device that engages the guide post; the reset device provides restoring force for the guide post to restore the guide post to an initial position.

10. The electric vehicle of claim 1, wherein the controller comprises one of a pressure sensor, a boat switch, a potentiometer, a hall switch, and a dual hall element.