巴西专利BR112013004943B1 reaction force pedal device

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专利摘要:
REACTION FORCE PEDAL DEVICE. The present invention relates to a reaction force pedal device (12) provided with pedal elements (20,22) operated by a driver, an engine (36) which applies a reaction force to the pedal elements ( 20,22) through an arm element (40) which is always connected to the pedal elements (20,22) and a clutch (70) disposed between the motor (36) and the arm element (40). When the pedal elements (20,22) are moved, the clutch (70) is released temporarily.
公开号:BR112013004943B1
申请号:R112013004943-0
申请日:2011-08-08
公开日:2021-01-12
发明作者:Kohei Maruyama；Naoto Sen；Hideto Nebuya；Toru EBARA
申请人:Honda Motor Co., Ltd；
IPC主号:

专利说明:

[0001] [001] The present invention relates to a reaction force pedal device that has pedal elements, which are operable by a driver, and an engine to apply a reaction force to the pedal elements. Background of the Invention
[0002] [002] A provision is known in which an actuator applies a reaction force to an accelerator pedal depending on the amount of accelerator pedal pressed, that is, the amount by which the accelerator pedal is pressed. See, for example, international publication number 2009/136512 (hereinafter referred to as "WO2009 / 136512A1") and Japanese patent publication open to public inspection number 2007-026218 (hereinafter referred to as "JP2007 -026218A ").
[0003] [003] According to WO2009 / 136512A1, the actuator has a reaction force application characteristic, which is liquid depending on a target speed, in order to assist the driver in the operation of the accelerator pedal (see, for example , Summary and Figures 3A to 3C).
[0004] [004] According to document JP2007-026218A, an accelerator pedal (3) and a servo motor (19) are connected to each other by a pedal lever (5) and an arm element (15). The servo motor has a drive shaft (19b) with a gear (19a) connected to a distal end of the drive shaft, and the gear (19a) is kept in engagement with the teeth (15b) of the pedal lever. The structural elements apply a reaction force from the servo motor to the accelerator pedal (see Summary and Figure 1). Summary of the Invention
[0005] [005] As described above, according to JP2007-026218A, a reaction force is transmitted through a speed reduction mechanism that includes a gear (19a) and teeth (15b). However, nothing is described in the document description JP2007-026218A regarding the details (gear ratio, etc.) of the speed reduction mechanism.
[0006] [006] Figures 1, 2 and 4 of document JP2007-026218A show a gear and teeth. From the judgment of the Figures, even if the motor gear is rotated to a maximum extent, only a portion of the gear is kept in engagement with the teeth, thus leaving another portion out of engagement with the teeth. Therefore, a great force is continuously applied only to the portion of the gear that is kept in engagement with the teeth, thus making the gear have a region that is intensively worn, as well as a region that is not worn at all. . As a result, when the motor gear is rotated to the maximum, there is a tendency for the gear to become less durable than if the gear were kept in engagement with the teeth along the entire circumference of the gear.
[0007] [007] The fact that only a portion of the gear is kept in engagement with the teeth by rotating the motor gear to a maximum extent means that the drive shaft of the motor is angularly moved through an angle that is less than 360 °. Therefore, not only the gear, but also several other parts of the engine are subjected to localized forces which in this way make the engine less durable than if average forces were applied to parts of the engine. If the motor comprises a brush motor, then the brush motor commutator comes into contact with the brushes within a limited range, so that only particular regions of the brush motor wear easily. In such a case, steps tend to develop between regions that are intensively worn and regions that are not intensively worn, which result in a reduction in engine durability. In addition, differences in noise and load occur due to different amounts of wear (different resistances to engine speed), which may possibly make the user feel strange about the way in which the reaction force pedal device operates.
[0008] [008] The present invention was produced in view of the foregoing problems. An object of the present invention is to provide a reaction force pedal device, which is capable of increasing the durability of a transmission system that transmits a reaction force.
[0009] [009] Another objective of the present invention is to provide a reaction force pedal device, which prevents the user from feeling strange in relation to the way in which the reaction force pedal device operates.
[0010] [0010] A reaction force pedal device according to the present invention includes a pedal element operable by a driver, a motor to apply a reaction force to the pedal element through an arm element, which is coupled at all times to the pedal element, and a clutch arranged between the engine and the arm element, in which the clutch is temporarily disengaged when the pedal element is moved.
[0011] [0011] According to the present invention, by moving the pedal element, the clutch is temporarily disengaged. Therefore, after the clutch has been disengaged, the position of the pedal element (the amount by which the pedal element is pressed) and the rotational angle of the engine deviate from each other. Consequently, the forces acting on the parts of the force transmission system to transmit the engine's reaction force (such as engine parts, the pedal element, etc.) are prevented from being concentrated only in certain parts, making it possible to increase the total durability of the power transmission system. If the motor is a brush motor, then the mutual contact range between the commutator and the brushes is increased, thereby extending any worn regions. As a consequence, differences in noise and load are prevented from occurring due to the different amounts of wear and tear caused by wear only in certain regions. In this way, the driver or user is prevented from feeling awkward about the way in which the reaction force pedal device operates.
[0012] [0012] When the pedal element is moved, the pedal element can be pressed or returned.
[0013] [0013] If the pedal element includes an accelerator pedal, then a limit value can be established in relation to a change per unit of time in a pressed quantity of the accelerator pedal, through which it is judged whether the accelerator pedal is returned or not, or whether the accelerator pedal is returned or not at a predetermined speed. The clutch can be temporarily disengaged if the change exceeds the limit value.
[0014] [0014] The clutch is temporarily disengaged when the accelerator pedal is returned or when the accelerator pedal is returned at a predetermined speed. Generally, when the accelerator pedal is returned (especially when the accelerator pedal is returned at a high speed), the need to generate engine reaction force is less than when the accelerator pedal is pressed or held in position constant. With the above arrangement, it is possible to cause the position of the accelerator pedal (the amount by which the accelerator pedal is pressed) and the rotational angle of the engine to deviate from each other if a need to generate the engine reaction force is little. Therefore, the relationship between the position of the accelerator pedal (the amount by which the accelerator pedal is pressed) and the rotational angle of the engine can be adjusted without making the driver feel uncomfortable.
[0015] [0015] Additionally, while the pedal member returns, the clutch can be temporarily disengaged in such a way that the rotational angle of the engine does not vary.
[0016] [0016] The reaction force pedal device may additionally include a speed reducer disposed between the motor and the arm element. The clutch can be arranged between the speed reducer and the engine.
[0017] [0017] The reaction force pedal device may additionally include a speed reducer disposed between the motor and the arm element. The speed reducer can have a speed reduction ratio, in which the speed reduction ratio is adjusted, so that the motor has a rotational angle equal to or greater than 360 ° when the arm element is moved through a belt scrollable.
[0018] [0018] Consequently, when the accelerator pedal is displaced at maximum angles, the motor output axis rotates around its geometric axis along 360 ° or more. Therefore, the forces acting on parts of the power transmission system to transmit the engine's reaction force (such as parts of the engine, the pedal element, etc.) are prevented from being concentrated only in certain parts, making it possible to increase the total durability of the power transmission system. If the motor is a brush motor, then the mutual contact range between the commutator and the brushes is increased, thereby extending any worn regions. As a consequence, differences in noise and load are prevented from occurring due to the different amounts of wear and tear caused by wear only in certain regions. In this way, the driver or user is prevented from feeling awkward about the way in which the reaction force pedal device operates. Furthermore, even in the event of a clutch failure, the engine is guaranteed to rotate on the output shaft over 360 ° or more, thus allowing the reaction force pedal device to operate in the manner described above and offer the advantages described above.
[0019] [0019] Even if it is not necessary for the engine to generate the reaction force, the engine can be energized in order to eliminate the slack in a power transmission system from the engine to the pedal element. Therefore, when there is no need to generate the engine reaction force, the play is eliminated from the power transmission system from the engine to the accelerator pedal. Consequently, if the engine reaction force is generated in a subsequent time, the engine reaction force can be generated with a quick response.
[0020] [0020] The reaction force pedal device may additionally include a bias element to apply a bias force at all times independently of the engine in a direction in which the reaction force is generated by the engine. The bias element can apply the bias force to eliminate play in a power transmission system from the engine to the pedal element. Therefore, when there is no need to generate the engine reaction force, the play is eliminated from the power transmission system from the engine to the accelerator pedal. Consequently, if the engine reaction force is generated in a subsequent time, the engine reaction force can be generated with a quick response.
[0021] [0021] The reaction force pedal device may additionally include a second speed reducer arranged between the motor and the propulsion element. Assuming that the second speed reducer is arranged in order to reduce the rotational angle of the motor output shaft, which is produced under the biasing force from the biasing element, then the biasing force from the biasing element can be finely adjusted with ease. Brief Description of Drawings
[0022] [0022] Figure 1 is a block diagram of a vehicle that incorporates an accelerator pedal device thereon, according to an embodiment of the present invention; Figure 2 is a perspective view of the accelerator pedal device; Figure 3 is a side elevation view of the accelerator pedal devices; Figure 4 is a diagram showing a relationship between the amount of pressure on an accelerator pedal and a first bias force generated by a bias force generator; Figure 5 is a view showing internal structural details of a force applicator, according to the modality; Figure 6 is a block diagram showing how a force is generated without generating a motor reaction force, according to a comparative example in which a clearance compensation force is not used: Figure 7 is a block diagram showing how the forces are generated without the generation of a motor reaction force, according to the mode in which a clearance compensation force is used; Figure 8 is a flow chart of an electronic control unit operating sequence for engaging and disengaging a clutch; Figure 9 is a diagram showing, for example, a relationship between states and pressed quantities of the accelerator pedal, rotational angles of an engine, engine reaction forces, and states engaged and disengaged from the clutch; Figure 10 is a block diagram showing a first modification of the arrangement shown in Figure 7; and Figure 11 is a block diagram showing a second modification of the arrangement shown in Figure 7. Description of Modalities A. Modality 1. Arrangement of Vehicle 10: (1) Total Provision:
[0023] [0023] Figure 1 is a block diagram of a vehicle 10 that incorporates in it an accelerator pedal device 12 (reaction force pedal device), according to an embodiment of the present invention. Figure 2 is a perspective view of the accelerator pedal device 12. Figure 3 is a side elevation view of the accelerator pedal device 12. Vehicle 10 comprises a gasoline-powered vehicle, for example. Alternatively, vehicle 10 may comprise a hybrid vehicle, or an electric vehicle that includes a fuel cell vehicle, for example.
[0024] [0024] Vehicle 10 includes a drive system 14 and an electronic control unit 16 (hereinafter referred to as "ECU 16") in addition to the accelerator pedal device 12. (2) Accelerator pedal device 12
[0025] [0025] The accelerator pedal device 12 includes an accelerator pedal 20, an arm connected to pedal 22, a propensity force generator 24 and a force applicator 26. (a) Arm Connected to Pedal 22:
[0026] [0026] As shown in Figures 2 and 3, the arm connected to the pedal 22 has an end (hereinafter referred to as an "end 22a") oscillatingly connected to the accelerator pedal 20 by an axis 28. A the other end of the arm connected to the pedal 22 is supported oscillatingly by the propensity force generator 24. (b) Propensity force generator 24:
[0027] [0027] The propensity force generator 24 has a mechanical arrangement to generate a propensity force (hereinafter referred to as a "first propensity force Fs1" [N]) to return the accelerator pedal depressed 20 until an original position, and to apply the first generated bias force Fs1 to the accelerator pedal 20. As shown in Figure 1, the bias force generator 24 includes a return spring 30, a hysteresis characteristic generator 32 and a sensor of pressed quantity 34.
[0028] [0028] The hysteresis characteristic generator 32 generates and gives a hysteresis characteristic to the first propensity force Fs1, generated by the return spring 30. More specifically, as shown in Figure 4, the hysteresis characteristic generator 32 increases the first bias force Fs1 when the accelerator pedal 20 is pressed, and reduces the first bias force Fs1 when the accelerator pedal 20 is returned.
[0029] [0029] Return spring 30 and hysteresis characteristic generator 32 can be arranged in the same way as described in international publication number 01/19638. Based on the displacement of the arm connected to the pedal 22, the pressed quantity sensor 34 detects the quantity (pressed quantity Θ) [degrees] by which the accelerator pedal 20 is pressed from its original position, and emits the detected pressed quantity Θ for ECU 16. The pressed quantity sensor 34 can be arranged in another region separate from the propensity force generator 24. (c) Force Applicator 26:
[0030] [0030] Figure 5 is a view showing the internal structure of the force applicator 26. The force applicator 26 serves to generate a force (hereinafter referred to as a "Fm motor force" [N]) which is applied to the accelerator pedal 20. As shown in Figures 1 to 3 and 5, the force applicator 26 includes a motor 36 that serves as an actuator, a speed reduction unit 38, an arm connected to the motor 40 and a additional spring 42.
[0031] [0031] Depending on an Sm control signal from ECU 16, motor 35 generates a motor force Pm. In accordance with the present embodiment, motor 36, which comprises a DC brush motor, includes a permanent magnet 52 which is attached to a housing 54, a rotating armature 56 around an output shaft 58 of motor 36, a commutator 60 to control the direction of a chain, and brushes 62 to supply the current through the switch 60 to the armature 56. The motor force Fm generated by the motor 36 is emitted through the output shaft 58 to the speed reduction unit 38 Instead of the motor 36, the force applicator 26 may employ a different type of drive force generation means (for example, a pneumatic actuator).
[0032] [0032] As shown in Figures 1 and 5, the speed reduction unit 38 includes a clutch 70 and a speed reducer 72.
[0033] [0033] Based on a control signal Sc from ECU 16, clutch 70 controls the connection between output shaft 58 of motor 36 and an input shaft 74 of speed reducer 72. Clutch 70 may comprise a claw clutch or an electromagnetic clutch, for example.
[0034] [0034] The speed reducer 72 is used to rotate an output shaft 76 in a predetermined gear ratio to the rotational angle of the input shaft 74. In addition to the input shaft 74 and the output shaft 76, the speed reducer 72 includes an intermediate shaft 78, which is arranged between the input shaft 74 and the output shaft 76. The speed reducer 72 additionally comprises a first gear 80, which is arranged at one end of the input shaft 74, a second gear 82, which is arranged at one end of the intermediate shaft 78 and held in engagement with the first gear 80, a third gear 84, which is arranged at the other end of the intermediate shaft 78, and a fourth gear 86, which is arranged at one end of the output shaft 76 and kept in engagement with the third gear 84. The details regarding the gear ratio of the speed reducer 72 will be described later.
[0035] [0035] As shown in Figures 2 and 3, the arm connected to the motor 40 includes a turning axis 44, which is coupled to the speed reduction unit 38. The arm connected to the motor 40 can be rotated around the turning axis 44 (Axis turning axis). One end of the arm connected to the motor 40 (hereinafter referred to as an "end 40a") is maintained in contiguity with the end 22a of the arm connected to the pedal 22, and the other end of the arm connected to the motor 40 (hereinafter hereinafter referred to as an "end 40b") is coupled to an end of the additional spring 42.
[0036] [0036] The additional spring 42, one end of which is coupled to the arm connected to the motor 40, has another end of this coupled to a support 46. The support 46 is fixed to a vehicle body not shown. The arm connected to the motor 40 is generally oriented under a bias force (hereinafter referred to as a "second bias force Fs2" [N]) from the additional spring 42 in order to rotate around the axis of rotation 44 in the direction of the arrow X in Figures 2 and 3. Therefore, the end 40a of the arm connected to the motor 40 generally guides the end 22a of the arm connected to the pedal 22, in order to rotate the end 22a of the arm connected to the pedal 22 in the direction of arrow Y. In this way, the end 40a of the arm connected to the motor 40 is kept in contiguity with the end 22a of the arm connected to the pedal 22 each time.
[0037] [0037] With the above arrangement, the arm connected to the motor 40 can be rotated in an angular range 0ma [°] (Figure 3), which is limited to a certain value (for example, 22 °).
[0038] [0038] If the motor 36 generates the motor force Fm while the clutch 70 is engaged, the motor force Fm is transmitted to the accelerator pedal 20 through the speed reduction unit 38, the arm connected to the motor 40 and the arm connected to pedal 22. Consequently, in addition to the first bias force Fs1 from the return spring 30 and the second bias force Fs2 from the additional spring 42, the motor force Fm from the motor 36 is also applied to the accelerator pedal 20. (3) Drive system 14:
[0039] [0039] The drive system 14, which serves to apply a driving force to the vehicle 10, includes an engine, a transmission, road wheels, etc., not shown. (4) ECU 16:
[0040] [0040] ECU 16 controls the drive system 14 and the force applicator 26 based on the pressed amount Θ of the accelerator pedal 20, which is detected by the pressed quantity sensor 34. 2. Movement of Several Parts that Depend on the Accelerator Pedal 20:
[0041] [0041] When the driver presses the accelerator pedal 20, the accelerator pedal 20 is rotated around the proximal end 20a thereof, thereby moving the distal end of the accelerator pedal 20 downwards. In this way, the end 22a of the arm connected to the pedal 22 is turned downwards while changing the angle in relation to the accelerator pedal 20. At this moment, the arm connected to the pedal 22 is subjected to the first bias force Fs1 from the generator. propensity force 24 (return spring 30). Once the arm connected to pedal 22 is turned downwards, the end 22a of the arm connected to pedal 22 presses the end 40a of the arm connected to motor 40. As a result, the end 22a of the arm connected to pedal 22 moves to down in sync with the end 40a of the arm connected to the motor 40. Since the pivoting motion of the arm connected to the motor 40 pulls the additional spring 42, the second propensity force Fs2 from the additional spring 42 acts as a pulling force original return on the arm connected to the motor 40.
[0042] [0042] ECU 16 establishes an output of motor 36, that is, the motor force Fm, depending on the quantity pressed Θ detected by the pressed quantity sensor 34. The motor force Fm is transmitted to the arm connected to the motor 40 through speed reduction unit 38.
[0043] [0043] Therefore, together with the pressing force applied from the driver to the accelerator pedal 20, the first propensity force Fs1 from the return spring 30, the motor force Fm from the motor 36, and the second propensity force Fs2 from the additional spring 42 act on the arm connected to the pedal 22. 3. Motor Output Control (1) Overview:
[0044] [0044] According to the present modality, as described above, the bias forces applied to the accelerator pedal 20 include the first bias force Fs1, which is generated by the bias force generator 24, the motor force Fm, which it is generated by motor 36, and the second force of propensity Fs2, which is generated by the additional spring. 42. The total propensity forces that are applied to the accelerator pedal 20 will be referred to hereinafter in this document as a "total propensity force Ft". Among the forces that form the total propensity force Ft, the motor force Fm and the second force of propensity Fs2 are added to the force applicator 26, which is incorporated in the vehicle 10. On the other hand, the first force of propensity Fs1 is applied to the accelerator pedal 20 even if the force applicator 26 is not incorporated in the vehicle 10.
[0045] [0045] According to the present modality, the motor force Fm functions as a reaction force of motor Fr to indicate an appropriate pressed quantity Θ for the driver, and as a clearance force Fb to eliminate slack in the control system. power transmission (i.e., force applicator 26) from the motor 36 to the arm connected to the motor 40 in order to keep the parts in contact with each other. The ECU 16 thus controls the motor force Fm by controlling both the motor reaction force Fr and the clearance compensation force Fb in combination. (2) Fr Motor Reaction Force Control:
[0046] [0046] As described above, the motor reaction force Fr is a motor force Fm to indicate an appropriate pressed quantity 8 for the driver. The reaction force of engine Fr is controlled using the pressed quantity Θ, which is detected by the pressed quantity sensor 34, and the vehicle speed [km / h], which is detected by a vehicle speed sensor not shown, etc. . The reaction force of motor Fr can be controlled by means of the arrangement described in document W02009 / 136512A1, for example. (3) Fb Clearance Force Control: (a) Fb Clearance Force Control Details:
[0047] [0047] As described above, the clearance compensation force Fb is a motor force Fm to eliminate the clearance in the force applicator 26 in order to keep the parts in contact with each other. More specifically, the clearance compensation force Fb holds the motor 36 and the clutch 70, parts of the clutch 70, the first gear 80 and the second gear 82, the third gear 84 and the fourth gear 86, the output shaft 76 and the arm connected to the motor 40, and the arm connected to the motor 40 and the arm connected to the pedal 22 in contact with each other.
[0048] [0048] The clearance force Ft is specifically controlled as follows. A minimum value Fmin [N] for the motor force Fm, which is required to eliminate the gap in the force applicator 26, is established in advance. The minimum Fmin value can be a measured value or a simulated value, for example. In order to establish the minimum value Fmin, the effect of the second bias force Fs2, which is generated by the additional spring 42, can be taken into account.
[0049] [0049] The clearance force Fb is generated to ensure that the motor force Fm is not less than the minimum value Fmin. As stated otherwise, when a motor force Fm other than the clearance compensation force Fb (ie the motor reaction force Fr in the present embodiment) is less than the minimum value Fmin, the difference between the reaction force of motor Fr and the minimum value Fmin is referred to as the clearance compensation force Fb (when Fr <Fmin, Fb = Fr - Fmin, and when Fr> Fmin, Fb = 0). Alternatively, regardless of the magnitude of the motor reaction force Fr, a value, which is equal to the minimum value Fmin at a time when the motor reaction force Fr is zero, can be adjusted as the clearance compensation force Fb. (b) Comparison between Present Modality and Comparative Example:
[0050] [0050] Figure 6 is a block diagram showing how a force (second propensity force Fs2) is generated without an engine reaction force Fr being generated, according to a comparative example where the clearance compensation force Fb is not used. Figure 7 is a block diagram showing how the forces (the second propensity force Fs2 and the clearance compensation force Fb) are generated without an engine reaction force Fr being generated, according to the present modality. For illustrative purposes, in Figures 6 and 7, the return spring 30 and the first bias force Fs1 generated in this way are not taken into account.
[0051] [0051] According to the comparative example, as shown in Figure 6, when the motor 36 does not generate the motor force Fm, the regions without contact (that is, clearance) can possibly occur between the motor 36 and the clutch 70, parts of the clutch 70, the clutch 70 and the speed reducer 72, parts of the speed reducer 72, and the speed reducer 72 and the arm connected to the motor 40. When the motor 36 starts to generate the motor force Fm, therefore , a delay may possibly be caused in the transmission of the Fm motor force, and the noise may possibly occur due to contact between the various parts.
[0052] [0052] According to the present modality, as shown in Figure 7, even during the moments when the motor 36 does not generate the reaction force of motor Fr, the motor 36 generates the clearance compensation force Fb. Therefore, it is possible to eliminate the non-contact regions (ie clearance) between the motor 36 and the clutch 70, parts of the clutch 70, the clutch 70 and the speed reducer 72, parts of the speed reducer 72, and the gear reducer speed 72 and the arm connected to the motor 40. Thus, when the motor 36 begins to generate the reaction force of motor Fr, a delay is not caused in the transmission of the motor force Fm, and the noise is prevented from occurring due to the contact between the different parties.
[0053] [0053] According to the present modality, a control process is performed in order to disengage clutch 70, as will be described later. During the implementation of such a control process, the generation of the clearance compensation force Fb can be canceled.
[0054] [0054] In Figures 6 and 7, the second propensity force Fs2 from the additional spring 42 can be applied to the side of the motor 36, in order to eliminate the non-contact regions between the motor 36 and the clutch 70, parts of the clutch 70, the clutch 70 and the speed reducer 72, parts of the speed reducer 72, and the speed reducer 72 and the arm connected to the engine. 40. However, if additional spring 42 is used in this way, additional spring 42 fails to orient the engine side 36 when the accelerator pedal 20 returns to its original position. Through the use of the clearance compensation force Fb, the above advantages can be obtained even when the accelerator pedal 20 returns to its original position. 4. Clutch Control 70:
[0055] [0055] The control of clutch 70, according to the present modality, will be described below. According to the present modality, while the clutch 70 is disengaged, the relationship between the rotational angle (phase) of the output shaft 58 of the motor 36 (the rotational angle θm of the motor 36) and the rotational angle (phase) of the motor shaft. input 74 of speed reducer 72 undergoes a change, thus preventing the localized regions of engine 36 and speed reducer 72 from being used (preventing most of the Fm engine power from acting only on the engine 36 portions and speed reducer 72).
[0056] [0056] Clutch 70 is controlled by ECU 16 based on the quantity pressed Θ from the quantity pressed sensor 34.
[0057] [0057] Figure 8 is a flow chart of an ECU 16 operating sequence for engaging and disengaging clutch 70. In step S1, ECU 16 acquires the pressed quantity θ from the pressed quantity sensor 34. In step S2, ECU 16 judges whether the pressed quantity 6 is equal to or greater than a threshold value TH_θ or not. The boundary value TH_θ is a first boundary value by which it is judged whether clutch 70 should be engaged or disengaged. According to the present modality, the boundary value TH_θ is a boundary value by which it is judged whether the accelerator pedal 20 has been pressed enough to generate a Fr engine reaction force or not. If the pressed quantity θ is less than the threshold value TH_θ, then it is unnecessary to apply a motor reaction force Fr.
[0058] [0058] If the amount pressed θ is equal to or greater than the threshold value TR_θ (step S2: YES), then it is understood that the accelerator pedal 20 has been pressed enough to generate a reaction force of engine Fr ( for example, vehicle 10 is accelerating or sailing at a target speed). In this case, the control proceeds to step S3. If the amount pressed θ is less than the threshold value TH_θ (S2: NO), then it is understood that the accelerator pedal 20 has not been pressed enough to generate a reaction force of engine Fr (for example, vehicle 10 is at rest or the vehicle speed is lower than the target speed). In this case, the control proceeds to step S6.
[0059] [0059] In step S3, ECU 16 calculates a change Δθ (degrees / second) in the pressed quantity θ per unit of time.
[0060] [0060] In step S4, ECU 16 judges whether the Δθ change is equal to or greater than a TH_Δθ boundary value or not. The boundary value TH_Δθ is a second boundary value by which it is judged whether clutch 70 should be engaged or disengaged. According to the present modality, the threshold value TH_Δθ is a threshold value through which it is judged whether the driver or user has returned the accelerator pedal 20 or not. The threshold value TH d0 can be set to zero or less than zero.
[0061] [0061] If the change Δθ is equal to or greater than the threshold value TH_Δθ (S42 YES), then it is understood that the accelerator pedal 20 is kept immobile (vehicle 10 continues to operate at a constant speed) or is currently being pressed (vehicle 10 is accelerating). Then, in step S5, ECU 16 applies the control signal Sc in order to engage clutch 70. At this point, the motor force Fm, which is generated by motor 36, is transmitted through clutch 70 to the speed reducer 72.
[0062] [0062] If the change Δθ is less than the threshold value TH_Δθ (S4: NO), then it is understood that the accelerator pedal 20 is being returned (vehicle 10 is decelerating). Then, the control proceeds to step S6.
[0063] [0063] If the quantity pressed θ is less than the boundary value TH_θ in step S2 (S2 NO), or if the change Δθ is less than the boundary value TH_Δθ in step S4 (S4: NO), then, in step S6, ECU 16 applies the control signal Sc in order to disengage clutch 70. At this moment, the motor force Fm, which is generated by the motor 36 is not transmitted to the speed reducer 72. If the accelerator pedal 20 is returned , that is, if the pressed quantity θ is decreasing (S4: ITC), then the rotational angle (phase) of the output shaft 58 of the motor 36 (the rotational angle θm of the motor 36) and the rotational angle (phase) of the input shaft 74 of the speed reducer 72 deviates from each other. As a result, the rotational angle θm of the engine 36 and the pressed amount B of the accelerator pedal 20 also deviate from each other.
[0064] [0064] ECU 16 repeats the sequence of operation shown in Figure 8 while vehicle 10 is being driven.
[0065] [0065] Figure 9 is a diagram showing, for example, the relationship between states and pressed quantities θ of the accelerator pedal 20, rotational angles θm of the engine 36, reaction forces of the engine Fr, and states engaged and disengaged from the clutch 70. In the example shown in Figure 9, it is assumed that the speed reducer 72 is dispensed with, and that the effect of the gear ratio, to be described later, is not taken into account (a gear ratio n later described is not used). Therefore, it should be noted that the numerical values of the pressed quantity θ and the rotational angles θm in Figure 9 are provided by way of example only to facilitate the understanding of the present invention.
[0066] [0066] At time t1 in Figure 9, vehicle 10 is being driven at or near a target speed, and the accelerator pedal 20 is in an appropriate position. As stated otherwise, the amount of accelerator pedal θ pressed is equal to or greater than the threshold value TH_θ (for example, TH_θ = 5) (S2: YES). At this time, engine 36 generates a large reaction force from engine Fr and clutch 70 is engaged.
[0067] [0067] At time t2, the accelerator pedal 20 is additionally pressed from the position at time t1. More specifically, at this point, the driver pressed the accelerator pedal 20 in order to accelerate the vehicle 10. At time t2, the engine reaction force Fr of the engine 36 is reduced, thus making it easier for the driver press the accelerator pedal 20. Since the change Δθ in the amount pressed θ per unit of time is equal to or greater than the threshold value TH_Δθ (for example, zero), clutch 70 remains engaged. At time t2, therefore, the amount pressed θ of the accelerator pedal 20 and the rotational angle θm of the engine 36 is increased from that at time t1.
[0068] [0068] At time t3, the driver finishes accelerating vehicle 10, and switches to driving vehicle 10 at a constant speed, so that a condition occurs, in which the accelerator pedal 20 is returned. At time t3, therefore, the amount θ of the accelerator pedal 20 is decreased from that at time t2. When the accelerator pedal 20 is returned, change A6 becomes less than the boundary value TH_θ, and the amount pressed θ is less than the boundary value TH_θ. Consequently, ECU 16 disengages clutch 70. Thus, at time t3, the rotational angle θm of motor 36 has the same value as at time t2.
[0069] [0069] At time t4, the driver presses the accelerator pedal 20 again to bring vehicle 10 back to a constant speed. At time t9, in the same way as at time t1, the accelerator pedal 20 is in an appropriate position. Therefore, engine 36 generates a reaction force from engine Fr, and clutch 70 is engaged. The amount θ of the accelerator pedal 20 at time t4 is the same as at time t1. However, the rotational angle θm of engine 36 at time t4 differs from that at time t1, because the amount pressed θ and the rotational angle θm deviated from each other by disengaging clutch 70 when the accelerator pedal 20 returned at time t3.
[0070] [0070] Since the pressed quantity θ and the rotational angle θm are produced to deviate from each other through the operation of the accelerator pedal 20, the rotational angle θm of the motor 36 can be equal to or greater than 360 °. 5. Speed Reducer Gear Ratio 72:
[0071] [0071] According to the present modality, as described above, once the pressed quantity θ and the rotational angle θm are produced to deviate from each other, the rotational angle θm of the motor 36 becomes equal to or greater than 360 ° . In addition, according to the present modality, it is guaranteed that the rotational angle θm of the motor 36 becomes equal to or greater than 360 ° by adjusting the gear ratio n of the speed reducer 72.
[0072] [0072] First, the gear ratio n, is defined according to the following equation (1): θm = θma xn (1) where θma represents an angular range through which the arm connected to the motor 40 can be rotated (Figure 3).
[0073] [0073] In order to make the rotational angle θm equal to or greater than 360 °, it is necessary that the following inequality (2) be satisfied: θma xn ≥ 360 (2)
[0074] [0074] The above inequality (2) can be rewritten as the following inequality (3): n ≥ 360 / 0ma (3)
[0075] [0075] Therefore, once the angular range 0ma is known, the gear ratio n can be identified. For example, if the angular range 0ma is 22 °, then the rotational angle θm can be equal to or greater than 360 ° by setting the gear ratio n to 16.37 (= 360/22) or more.
[0076] [0076] With the gear ratio n adjusted in this way, even if the clutch 70 cannot be disengaged due to a failure, it can be guaranteed that the rotational angle θm of the motor 36 becomes equal to or greater than 360 °.
[0077] [0077] Although it has been described above that the gear ratio n is adjusted based on the angular range 0ma, which defines a moving range in which the accelerator pedal 20 is movable, the gear ratio n can also be adjusted based on an angularly movable strip, which defines a normal movable strip in which the accelerator pedal 20 is movable. The normal moving range is an angularly moving range for the accelerator pedal 20, which is highly likely to be used while vehicle 10 is being driven. For example, the normal moving range means an angularly moving range for the accelerator pedal 20, which corresponds to a certain speed range in relation to a target speed set for the constant speed drive.
[0078] [0078] In order to determine the range for the gear ratio n, it is preferable to adjust the rotational angle θm of the motor 36 by 720 ° or more, for example. Furthermore, taking into account the durability of the speed reducer 72, etc., the rotational angle θm of the motor 36 is preferably set at an angle that is equal to or less than 1440 °, for example. 6. Advantages of the present modality:
[0079] [0079] According to the present modality, as described above, clutch 70 is temporarily disengaged by moving the accelerator pedal 20 (S6 in Figure 8). Therefore, after the clutch 70 is disengaged, the amount of pressure θ of the accelerator pedal 20 and the rotational angle θm of the engine 36 deviate from each other (the relative positional relationship between them changes). Consequently, the forces acting on parts (such as motor parts 36, etc.) of the force applicator 26 that transmits the motor force Fm are prevented from being concentrated only in certain parts, thus making it possible to increase the durability total of the force applicator 26. According to the present modality, in particular, considering that the motor 36 is a brush motor, the range in which the commutator 60 and the brushes 62 are in contact with each other is increased by extending, thus, any worn out regions. As a consequence, differences in noise and load are prevented from occurring due to the different amounts of wear and tear caused by wear only in certain regions, thus preventing the user from feeling awkward in relation to the way in which the power pedal device works. reaction operates.
[0080] [0080] According to the present modality, the threshold value TH_Δθ by which it is judged whether the accelerator pedal 20 should be returned or not, is established in relation to the change Δ8 in the amount pressed 6 per unit of time, and the clutch 70 is temporarily disengaged when the Δθ change exceeds the boundary value TH_Δθ (according to the present modality, when the LW change becomes smaller than the boundary value TH_Δθ) (S4: NOT TH S6 in Figure 8). Generally, when the accelerator pedal 20 is returned (especially when the accelerator pedal 20 is returned at a high speed), the need to generate the engine reaction force Fr is less than when the accelerator pedal 20 is pressed or kept in a constant position. With the above arrangement, according to the present modality, it is possible to make the pressed quantity θ of the accelerator pedal 20 and the rotational angle θm of the motor 36 deviate from each other if a need to generate the reaction force Fr motor is small. Therefore, the relationship between the amount pressed θ and the rotational angle of the engine can be adjusted without making the driver feel uncomfortable.
[0081] [0081] According to the present modality, the speed reducer 72 is arranged between the motor 35 and the arm connected to the motor 40, and the gear ratio n of the speed reducer 72 is adjusted, so that the rotational angle θm of the motor 36 becomes equal to or greater than 360 ° by displacing the arm connected to motor 40 through the angular range θma. Consequently, when the accelerator pedal 20 is angularly displaced to a maximum, the output shaft 58 of the motor 36 rotates about its geometric axis along 360 ° or more. Therefore, the forces acting on parts of the motor 36 are prevented from being concentrated only in certain parts, thus making it possible to increase the total durability of the force applicator 26. Since the motor 36 is a brush motor, the range mutual contact between the commutator 60 and the brushes 62 is increased, thereby extending any worn regions. As a consequence, differences in noise and load are prevented from occurring due to the different amounts of wear and tear caused by wear only in certain regions. Even in the event of a clutch failure 70, the motor 36 is guaranteed to rotate the output shaft 58 along 360 ° or more, thus allowing the reaction force pedal device to operate in the manner described above and offer the advantages described above.
[0082] [0082] According to the present modality, even in times when there is no need to generate the reaction force of motor Fr, the clearance compensation force Fb is generated to eliminate the clearance in the force transmission system from the engine 36 to accelerator pedal 20. Therefore, when there is no need to generate the reaction force of engine Fr, the clearance is eliminated from the power transmission system from engine 36 to accelerator pedal 20. Consequently, if the reaction force of engine Fr is generated at a subsequent time, the reaction force of engine Fr can be generated with a rapid response. B. Modifications;
[0083] [0083] The present invention is not limited to the above modality, however, several alternative provisions can be adopted based on the description of the present description. For example, the present invention can adopt the following provisions. 1. Vehicle 10:
[0084] [0084] In the above modality, vehicle 10 comprises a gasoline-powered vehicle. However, vehicle 10 may comprise an electric vehicle, which includes a hybrid vehicle, a fuel cell vehicle, or the like. 2. Accelerator pedal 20:
[0085] [0085] In the above mode, the accelerator pedal 20 is used as a pedal that applies the Fr engine power. However, the principles of the present invention are also applicable to a brake pedal. More specifically, the clutch 70, the clearance compensation force Fb, and the gear ratio n are capable of being used in a system in which the motor force Fm is applied to a brake pedal. 3. Propensity force generator 24:
[0086] [0086] In the above modality, the propensity force generator 24 is of a mechanical nature. However, the propensity force generator 24 may include an electrical or electromagnetic mechanism. 4. Force applicator 26:
[0087] [0087] In the above modality, the motor 36 is used to generate a force (propensity force), which is applied to the accelerator pedal 20. However, any one among several other means of generating driving force, such as, a pneumatic actuator, or similar, can be used to generate a propensity force.
[0088] [0088] In the above modality, the motor force Fm and the second propensity force Fs2 are transmitted to the accelerator pedal 20 through the arm connected to pedal 22. However, the force applicator 26 can transmit the motor force Fm and the second propensity force Fs2 directly to the accelerator pedal 20.
[0089] [0089] In the above modality, clutch 70, clearance compensation force Fb, and gear ratio n are used in combination. However, only one or two between the clutch 70, the clearance compensation force Fb and the gear ratio n can be used in order to allocate the motor force Fm on the accelerator pedal 20.
[0090] [0090] In the above modality, clutch 70 is arranged between motor 36 and speed reducer 72. However, clutch 70 can be alternatively arranged between speed reducer 72 and the arm connected to motor 40.
[0091] [0091] In the above modality, clutch 70 is disengaged by returning the accelerator pedal 20. However, clutch 70 can be disengaged at other times or at other times. For example, clutch 70 can be disengaged when the driver intends to accelerate the vehicle. More specifically, ECU 16 can adjust a threshold value TH_∆θ2 for the change Aθ, through which the driver's intention to accelerate the vehicle is determined. If the change Aθ is equal to or greater than the threshold value ΤΗ_Δθ2, ECU 16 can disengage clutch 70, whereas if change Aθ is less than the threshold value TH_Δθ2, then ECU 16 can engage clutch 70. From Alternatively, ECU 16 can judge whether a command value for the engine reaction force Fr is zero or not. If the command value is zero, ECU 16 can disengage clutch 70, whereas the command value is different from zero, ECU 16 can engage clutch 70.
[0092] [0092] In the above modality, the clearance compensation force Fb is applied in order to eliminate the clearance in the force applicator 26. However, the clearance in the force applicator 26 can be eliminated in other ways.
[0093] [0093] Figure 10 is a block diagram showing a first modification of the arrangement shown in Figure 7. Figure 11 is a block diagram showing a second modification of the arrangement shown in Figure 7.
[0094] [0094] According to the first modification, as shown in Figure 10, the additional spring 42 (bias element) is arranged in a different position, in order to apply the second bias force Fs2 to the output shaft 58 of the motor 36 According to the first modification, the output shaft 58 of the motor 36 is able to project not only towards the clutch 70 (that is, on the left in Figure 10), but also towards the additional spring 42 ( that is, on the right in Figure 10). The direction in which the second propensity force Fs2 is added from the additional spring 42 is equal to the direction in which the motor reaction force Fr is generated.
[0095] [0095] According to the first modification shown in Figure 10, the second propensity force Fs2 is applied to the output shaft 58 of the motor 36 in a direction in which the motor reaction force Fr is generated. Therefore. Even if the motor force Fm is not generated, the play in the force applicator 26 is eliminated. As stated otherwise, the clearance compensation force Fb is generated by the additional spring 42 and not by the motor 36. Consequently, if the reaction force of motor FT is generated at a subsequent time, the reaction force of motor Fr can be generated with a quick response.
[0096] [0096] According to the second modification shown in Figure 11, in the arrangement shown in Figure 10, a second speed reducer 90 is disposed between the motor 36 and the additional spring 42. The second speed reducer 90 serves to reduce the angle rotational axis of the output shaft 58 of the motor 36, which is produced under the second bias force Fs2 from the additional spring 42. According to the second modification, in addition to the advantages of the first modification, the second bias force Fs2 from the additional spring, which also serves as the clearance compensation force Fb, according to the second modification, can be finely adjusted with ease.

权利要求:
Claims (4)
[0001]
Reaction force pedal device (12) comprising: pedal member (20, 22) operable by a driver; a motor (36) for applying a reaction force to the pedal member (20,22) through an arm member (40), which is coupled at all times to the pedal member (20, 22) ; and a clutch (70) arranged between the engine (36) and the arm member (40), wherein the clutch (70) is temporarily disengaged when the pedal member (20, 22) is returned; characterized by the fact that the reaction force pedal device (12) further comprises a bias element (42) to apply a bias force at all times independently of the motor (36) in a direction in which the reaction force is generated by the motor (36), wherein the bias element (42) applies the bias force to eliminate play in a force transmission system (26) from the engine (36) to the pedal element (20, 22).
[0002]
Reaction force pedal device (12), according to claim 1, characterized by the fact that: the pedal member (20, 22) includes an accelerator pedal (20); a limit value (TH_Δθ) is established with respect to a variation (Δθ) per unit time of a pressed amount of the accelerator pedal (20), by which it is evaluated whether or not the accelerator pedal (20) is returned, or whether or not the accelerator pedal (20) is returned to a pre-determined speed; and the clutch (70) is temporarily disengaged if the variation (Δθ) is less than the limit value (ΤΗ_Δθ).
[0003]
Reaction force pedal device (12) according to claim 1 or 2, characterized by the fact that it further comprises: a speed reducer (72) arranged between the motor (36) and the arm member (40), wherein the speed reducer (72) has a speed reduction ratio, the speed reduction ratio being adjusted so that the motor (36) has a rotational angle equal to or greater than 360 ° when the arm element ( 40) is moved through a scrollable strip.
[0004]
Reaction force pedal device (12), according to claim 1, characterized by the fact that it additionally comprises; a second speed reducer (90) disposed between the motor (36) and the propulsion element (42).

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法律状态:
2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

2019-10-22| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

2020-11-10| B09A| Decision: intention to grant|

2021-01-12| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 08/08/2011, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

申请号 | 申请日 | 专利标题

JP2010-193886|2010-08-31|

JP2010193886|2010-08-31|

PCT/JP2011/068028|WO2012029503A1|2010-08-31|2011-08-08|Reaction force pedal device|

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