CN212313287U - Pedal device for vehicle - Google Patents
Pedal device for vehicle Download PDFInfo
- Publication number
- CN212313287U CN212313287U CN202020318298.1U CN202020318298U CN212313287U CN 212313287 U CN212313287 U CN 212313287U CN 202020318298 U CN202020318298 U CN 202020318298U CN 212313287 U CN212313287 U CN 212313287U
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- Prior art keywords
- pedal
- force
- magnet
- pedal arm
- arm
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
- B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
- G05G1/30—Controlling members actuated by foot
- G05G1/38—Controlling members actuated by foot comprising means to continuously detect pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/30—Sensors
- B60Y2400/301—Sensors for position or displacement
Abstract
The present invention relates to a pedal device for a vehicle, and more particularly, to a pedal device for a vehicle, which can generate a hysteresis when a driver operates a pedal. According to the utility model discloses a footboard device for vehicle, include: a pedal arm disposed in the pedal housing so as to be rotatable about a rotation axis; a pedal force generating unit that generates a pedal force in a direction opposite to a direction in which an operation force of the pedal arm acts, through a pedal pad formed on the pedal arm; a friction force generating portion including a contact portion formed at an end portion of the pedal arm close to the rotation shaft and a contact surface formed at an inner side surface of the pedal housing in such a manner as to be in contact with the contact portion, the friction force being generated between the contact portion and the contact surface when the pedal arm rotates; and a position sensing part sensing a position of the pedal arm.
Description
Technical Field
The present invention relates to a pedal device for a vehicle, and more particularly, to a pedal device for a vehicle, which can generate a hysteresis when a driver operates a pedal.
Background
Generally, an accelerator pedal provided in a vehicle is a device that accelerates the vehicle by adjusting an amount of air taken into an engine or an amount of fuel injected into the engine according to an angle of rotation of the pedal by a force of a driver depressing the pedal.
The accelerator pedal has a suspension type hung on the dash panel and an organ type mounted on the floor according to a mounting structure, and is classified into a mechanical type and an electronic type according to an operation manner.
The accelerator pedal makes the magnitudes of forces applied to the driver's feet different from each other in a case where the driver steps on the pedal and in a case where the driver lifts the feet from the pedal, thereby generating hysteresis (hysterisis) capable of reducing the feeling of fatigue felt by the driver when operating the pedal, the hysteresis being generally generated by a device operated in such a manner as to generate friction in conjunction with the pedal when the pedal is rotated.
However, in the case where a device for generating hysteresis when the driver operates the pedal is separately equipped, the possibility of the configuration being complicated and the cost being increased is high due to the increase in the number of components, so that a solution that can effectively generate hysteresis while reducing the number of components is being demanded.
[ Prior art documents ]
[ patent document ]
Korean laid-open patent publication No. 10-2005-0048817 (2005.05.25 publication)
SUMMERY OF THE UTILITY MODEL
The present invention has been made to solve the above problems, and an object of the present invention is to provide a pedal device for a vehicle, including: when the driver operates the pedal, pedal forces of different magnitudes are generated in a case where the driver depresses the pedal and in a case where the driver lifts the foot from the pedal.
Further, a pedal device for a vehicle is provided which can ensure linearity of a sensing signal output from a sensor in accordance with a position of a pedal.
The problems of the present invention are not limited to the above-mentioned technical problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.
In order to achieve the above object, a pedal device for a vehicle according to an embodiment of the present invention includes: a pedal arm disposed in the pedal housing so as to be rotatable about a rotation axis; a pedal force generating unit that generates a pedal force in a direction opposite to a direction in which an operation force of the pedal arm acts, through a pedal pad formed on the pedal arm; a friction force generating portion including a contact portion formed at an end portion of the pedal arm close to the rotation shaft and a contact surface formed on an inner side of the pedal housing so as to be in contact with the contact portion, the friction force generating portion generating a friction force between the contact portion and the contact surface when the pedal arm rotates; and a position sensing part sensing a position of the pedal arm, wherein the position sensing part includes: a magnet that changes position when the pedal arm rotates; and a sensing part sensing intensity of magnetic force according to a position of the magnet, wherein the magnet is alternately arranged in 2 or more polarities in a displacement direction and a direction perpendicular to the displacement direction, respectively.
The contact surface is formed such that a distance from the rotation axis gradually decreases from one side to the other side along a moving direction of the contact portion.
And, the contact portion includes: an elastic member inserted into a receiving groove formed at an end of the pedal arm; and a bullet elastically supported by the elastic member and disposed in such a manner that one end thereof is in contact with the contact surface, wherein, when the pedal arm is rotated by the operation force, the bullet receives a force in a direction of compressing the elastic member due to the contact surface.
And, the pedal housing includes: an insertion hole formed at a rear side of the pedal housing and through which an end portion of the pedal arm is inserted; and an opening portion formed at a front side of the pedal housing, and coupled to the opening portion by a support portion supporting both ends of the pedaling force generating portion together with the pedal arm.
And both ends of the pedal force generating portion are supported by surfaces of the support portion and the pedal arm facing each other, respectively, and when the pedal arm is rotated by the operating force, the pedal force generating portion is compressed as one surface of the pedal arm facing the support portion approaches the support portion, thereby generating a restoring force corresponding to the pedal force.
The frictional force generating unit generates a frictional force based on a force applied to the contact surface by the contact portion, and when the driver presses down the pedal pad, the frictional force acts in a direction opposite to a direction in which the operation force acts, and when the driver lifts the foot from the pedal pad, the frictional force acts in a direction opposite to the direction in which the pedal acts.
The magnet is provided at a predetermined interval from a rotation shaft of the pedal arm so as to rotate about the rotation shaft of the pedal arm when the pedal arm rotates.
The magnet is provided so that the center thereof coincides with the rotation shaft of the pedal arm, and rotates about the rotation shaft of the pedal arm when the pedal arm rotates.
And, in the magnet, N poles and S poles are arranged alternately with each other in the displacement direction when the pedal arm rotates and in a direction perpendicular to the displacement direction, respectively.
Also, in the magnet, the length formed in the displacement direction of 2 or more polarities arranged in the direction perpendicular to the displacement direction is shorter than that in the case where only one N-pole and S-pole are arranged in the displacement direction.
And the sensing portion senses the strength of magnetic force corresponding to magnetic lines of force that are connected between 2 or more polarities arranged in a direction perpendicular to the displacement direction.
In order to achieve the above object, a pedal device for a vehicle according to another embodiment of the present invention may include: a pedal carrier provided so as to be rotatable about a rotation axis in a pedal housing; a pedal force generating unit that generates a pedal force in a direction opposite to a direction in which an operation force of the pedal carrier acts; a frictional force generating unit that generates a frictional force acting as a resistance when the pedal carrier rotates; a position sensing part sensing a position of the pedal carrier, wherein the position sensing part may include: a magnet that changes position when the pedal carrier rotates; and a sensing part sensing strength of magnetic force according to a position of the magnet, wherein the magnet may be alternately arranged in 2 or more polarities in a displacement direction and a direction perpendicular to the displacement direction, respectively.
As the angle of rotation of the pedal carrier increases, the frictional force may increase.
The pedal apparatus for a vehicle may further include a pedal pad for transmitting the operating force to the pedal carrier.
The friction force generating part may include: a rotation section rotatably coupled to a shaft body of the pedal housing; an extension portion protruding from the rotation portion; a rod including one end and the other end; and an elastic member interposed between one end portion of the lever and the extension portion, wherein the other end portion of the lever may be formed to apply a force to an outer side surface of the rotation portion to generate the frictional force.
In response to the pedal carrier being pressurized, a force may be applied to the outer side surface of the rotating portion via the lever, and a frictional force between the inner side surface of the rotating portion and the outer side surface of the shaft body of the pedal housing may be increased.
Additional embodiments are also specifically described in the detailed description and drawings.
According to the pedal device for a vehicle of the present invention, the following effect or more can be obtained.
When the driver operates the pedal, frictional forces of different magnitudes are generated according to the magnitude of the operating force applied to the pedal, and when the driver steps on the pedal and lifts the foot from the pedal, the frictional forces are applied in different directions to generate hysteresis, thereby having an effect of being able to reduce the degree of fatigue when the driver operates the pedal.
Further, the following effects are also provided: the size of the pedal is prevented from increasing, the configuration is simplified, and the linearity of the sensing signal output from the sensor that senses the position of the pedal can be ensured.
The effects of the present invention are not limited to the above-mentioned effects, and those skilled in the art can clearly understand other effects not mentioned through the description of the claims.
Drawings
Fig. 1 and 2 are perspective views illustrating a pedal device for a vehicle according to an embodiment of the present invention.
Fig. 3 is a side view illustrating a pedal apparatus for a vehicle according to an embodiment of the present invention.
Fig. 4 is a sectional view illustrating a pedal apparatus for a vehicle according to an embodiment of the present invention.
Fig. 5 is a perspective view illustrating a pedal arm according to an embodiment of the present invention.
Fig. 6 is a side view illustrating a pedal arm according to an embodiment of the present invention.
Fig. 7 is a perspective view illustrating a pedal housing according to an embodiment of the present invention.
Fig. 8 is a sectional view illustrating a pedal housing according to an embodiment of the present invention.
Fig. 9 is a sectional view illustrating a pedal device for a vehicle in which a pedal arm is rotated by a first angle according to an embodiment of the present invention.
Fig. 10 is a sectional view illustrating a pedal device for a vehicle in which a pedal arm is rotated by a second angle according to an embodiment of the present invention.
Fig. 11 is an exploded perspective view illustrating a contact part according to an embodiment of the present invention.
Fig. 12 is a schematic diagram illustrating a total stepping force required in a case where a driver steps on a pedal pad according to an embodiment of the present invention.
Fig. 13 is a schematic diagram illustrating a total stepping force required in a case where a driver lifts a foot from a pedal pad according to an embodiment of the present invention.
Fig. 14 is a graph illustrating a hysteresis effect produced by the pedal device for a vehicle according to the embodiment of the present invention.
Fig. 15 is a schematic diagram illustrating a polar arrangement of magnets according to an embodiment of the present invention.
Fig. 16 is a conceptual diagram illustrating the strength of a magnetic field according to a change in the position of a magnet according to an embodiment of the present invention.
Fig. 17 is a conceptual diagram illustrating a polar arrangement of a magnet according to another embodiment of the present invention.
Fig. 18 is a perspective view illustrating a pedal apparatus for a vehicle according to another embodiment of the present invention.
Fig. 19 is a side view illustrating a pedal apparatus for a vehicle according to another embodiment of the present invention.
Fig. 20 is an exploded perspective view illustrating a pedal apparatus for a vehicle according to another embodiment of the present invention.
Description of the symbols:
100: pedal arm 110: pedal pad
120: the housing groove 200: pedal force generating part
300: friction force generation unit 310: contact part
311: the elastic member 312: bullet head
320: contact surface 400: pedal shell
400 a: insertion hole 400 b: opening part
410: the support part 500: position sensing part
510: magnet 520: sensing part
610: pedal pad 620: pedal carrier
621: rotating portion 622: extension part
630: the rod member 640: pedal force generating part
650: pedal shell
Detailed Description
The advantages, features and methods of accomplishing the same will become apparent from the following detailed description of the embodiments when taken in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, which can be realized by various forms different from each other, and the embodiments are provided only to complete the disclosure of the present invention and to inform a person having basic knowledge in the technical field to which the present invention belongs completely, and the present invention is defined only by the claims. Like reference numerals refer to like elements throughout the specification.
Accordingly, in several embodiments, well known process steps, well known structures, and well known techniques have not been described in detail in order to avoid obscuring the present invention.
The terminology used in the description is for the purpose of describing the embodiments and is not intended to be limiting of the invention. In this specification, the singular forms also include the plural forms in the sentence, unless otherwise specified. The terms "comprising" and/or "including" used in the specification mean that the presence or addition of one or more other constituent elements, steps and/or operations other than the mentioned constituent elements, steps and/or operations is not excluded. Additionally, "and/or" includes each of the referenced items and all combinations of more than one thereof.
Also, embodiments described herein will be described with reference to cross-sectional, side, and/or schematic views as idealized examples. Therefore, the form of the example drawings may be deformed depending on the manufacturing technique and/or tolerance, and the like. Therefore, the embodiments of the present invention are not limited to the specific forms shown in the drawings, and variations in form according to the manufacturing process are also included. In the drawings shown in the present invention, the respective components may be illustrated in somewhat enlarged or reduced sizes in consideration of convenience of explanation.
Hereinafter, according to an embodiment of the present invention, the present invention will be described with reference to the drawings for describing a pedal device for a vehicle.
Fig. 1 and 2 are perspective views illustrating a pedal device for a vehicle according to an embodiment of the present invention, fig. 3 is a side view illustrating the pedal device for a vehicle according to the embodiment of the present invention, fig. 4 is a sectional view illustrating the pedal device for a vehicle according to the embodiment of the present invention, fig. 5 is a perspective view illustrating a pedal arm according to the embodiment of the present invention, fig. 6 is a side view illustrating the pedal arm according to the embodiment of the present invention, and fig. 5 and 6 are an example of a case where a pedal housing is omitted.
Referring to fig. 1 to 6, a pedal device 1 for a vehicle according to an embodiment of the present invention may include a pedal arm 100, a pedaling force generating part 200, and a friction force generating part 300.
In the embodiment of the present invention, the pedal device 1 for a vehicle is a suspension pedal that is hung on the dash panel, and the case of using the pedal device for a vehicle for acceleration is described as an example, but the present invention is not limited to this, and the pedal device 1 for a vehicle may be used for vehicle for deceleration, and may be similarly applied to an organ pedal that is provided on the floor of a vehicle.
A pedal pad 110 may be formed at one end portion of the pedal arm 100 so that a driver can apply an operation force (depression force) for rotating the pedal arm 100 by stepping down with a foot, and the pedal arm 100 may be rotated centering on the rotation axis Ax in a case where the driver steps down the pedal pad 110 or lifts up the foot from the pedal pad 110.
In the embodiment of the present invention, a case where the pedal device 1 for a vehicle is a suspension type pedal is explained as an example, so that the pedal pad 110 may be formed at one end portion close to the floor of the vehicle in the pedal arm 100, and it may be understood that in a case where the driver steps on the pedal pad 110 or lifts the foot from the pedal pad 110, the other end portion of the pedal arm 100 rotates centering on the rotation axis Ax.
The pedal arm 100 may be located at a position where the other end portion close to the rotation axis Ax is housed in the pedal housing 400.
Fig. 7 is a perspective view illustrating a pedal housing according to an embodiment of the present invention, and fig. 8 is a sectional view illustrating the pedal housing according to an embodiment of the present invention.
Referring to fig. 7 and 8, an insertion hole 400a may be formed at a rear side of the pedal housing 400 so that the other end portion of the pedal arm 100 can be positioned to be inserted therein, an opening portion 400b may be formed at a front side so that a support portion 410, which will be described later, can be disposed, and the support portion 410 may function to maintain a rotation axis Ax of the pedal arm 100 at a predetermined position so that the pedal arm 100 can rotate about the rotation axis Ax together with the pedal housing 400.
A contact surface 320 may be formed on the inner surface of the pedal housing 400 at a position adjacent to the other end portion of the pedal arm 100 close to the rotation axis Ax, and the contact surface 320 and a contact portion 310 described later function together to generate a frictional force for generating a hysteresis when the pedal arm 100 rotates, and a detailed description thereof will be described later.
In a case where the driver steps on the pedal pad 100, the depression force generating part 200 may generate a depression force in a direction opposite to a direction in which the driver steps on the pedal pad 100, and in an embodiment of the present invention, the depression force generating part 200 is configured by at least one elastic member so as to be compressed in a case where the driver steps on the pedal pad 100, and a depression force corresponding to a restoring force generated accordingly may act in a direction opposite to a direction in which the driver steps on the pedal pad 100.
In the embodiment of the present invention, the case where the stepping force generating unit 200 is formed of a coil spring is described as an example, but the present invention is not limited thereto, and a plurality of types of springs that are compressed to generate restoring force when the driver presses the pedal pad 100 may be used as the stepping force generating unit 200.
The pedal force generating part 200 has one end positioned at the support part 410, the support part 410 being coupled to the opening part 400b formed at the front side of the pedal housing 400, and the other end positioned at one surface of the pedal arm 100 facing the support part 410, whereby, when the driver steps on the pedal pad 110, the one surface of the pedal arm 100 facing the support part 410 gradually approaches the support part 410 to compress the pedal force generating part 200, thereby generating the pedal force corresponding to the restoring force.
At this time, as the driver presses down pedal pad 110, the angle of rotation of pedal arm 100 increases, and the degree to which pedaling force generating unit 200 is compressed increases, increasing the restoring force, and thus a greater pedaling force is generated as the angle of rotation of pedal arm 100 increases.
That is, as shown in fig. 9 and 10, in the pedaling force generating unit 200, the degree of compression of the pedaling force generating unit 200 varies depending on the rotation angle of the pedal arm 100, and thus the magnitude of the pedaling force generated by the pedaling force generating unit 200 varies.
In other words, as shown in fig. 9, when the pedal arm 100 is rotated by a second angle θ 2 larger than the first angle θ 1 as shown in fig. 10, the pedal force generating portion 200 is compressed to a greater extent and generates a greater pedal force, compared to the case where the pedal arm 100 is rotated by the first angle θ 1, with the position of the pedal arm 100 in a state where the driver does not step on the pedal pad 110 as a reference.
The frictional force generating part 300 may include: a contact portion 310 formed at the other end portion of the pedal arm 100 close to the rotation shaft Ax; and a contact surface 320 formed along a moving direction of the contact portion 310 according to the rotation of the pedal arm 100.
The contact portion 310 may be located so as to be received in a receiving groove 120 formed at an end portion near the rotation axis Ax in the pedal arm 100, and as shown in fig. 11, the contact portion 310 may include an elastic member 311 inserted into the receiving groove 120 and a bullet 312 elastically supported by the elastic member 311.
Since the bullet 312 is elastically supported by the elastic member 311, when the pedal arm 100 rotates, it can move while maintaining a state in which one end thereof is in contact with the contact surface 320.
The contact surface 320 may be formed along the moving direction of the bullet 312, and may be formed as follows: as the distance from the rotation axis Ax of pedal arm 100 becomes shorter as the side on which bullet 312 is located in a state where the driver does not depress pedal pad 110 goes toward the other side on which the driver depresses pedal pad 110 to rotate pedal arm 100 to approach bullet 312.
In the embodiment of the present invention, although the case where the contact surface 320 is formed at the position adjacent to the other end portion of the pedal arm 100 close to the rotation axis Ax in the inner side surface of the pedal housing 400 is described as an example, the contact surface 320 may be formed separately from the pedal housing 400.
The frictional force generating portion 300 may generate a frictional force having a different magnitude depending on the magnitude of the force applied to the contact surface 320 by the bullet.
Friction force generating portion 300 generates a friction force acting in a direction opposite to a direction in which an operation force of pedal arm 100 acts when the driver presses down pedal pad 110, so that a force required by the driver is relatively more increased, and generates a friction force acting in a direction opposite to a direction in which the driver presses down pedal pad 100 when the driver lifts up the foot from pedal pad 110, so that a force required by the driver is relatively more decreased, so that hysteresis is generated.
The contact surface 320 is formed as follows: the distance from the rotation axis Ax of the pedal arm 100 becomes gradually shorter from one side to the other side in order to increase the magnitude of the frictional force generated between the contact portion 310 and the contact surface 320 so as to increase the force required by the driver as the rotation angle of the pedal arm 100 becomes larger when the driver steps on the pedal pad 100.
At this time, the magnitude of the frictional force generated from the frictional force generating portion 300 increases as the force applied to the contact surface 320 by the contact portion 310 becomes larger, and as the rotation angle of the pedal arm 100 becomes larger, the bullet 312 moves to a point where the distance between the contact surface 320 and the rotation axis Ax of the pedal arm 100 becomes smaller, so that the elastic member 311 elastically supporting the bullet 312 is further compressed, and as the restoring force thereof becomes larger, the force applied to the contact surface 320 increases.
The increase in the magnitude of the frictional force generated from the frictional force generating part 300 can be understood as follows: the resistance force in the direction opposite to the direction in which the driver presses down pedal pad 110 to rotate pedal arm 100 increases, whereby the force required by the driver is relatively larger as the rotation angle of pedal arm 100 becomes larger when pressing down pedal pad 110.
The frictional force generated by the frictional force generating part 300 can be obtained by the following equation 1.
[ mathematical formula 1 ]
f＝μ×N
In equation 1, f denotes a frictional force, μ denotes a frictional coefficient, N denotes a vertical resistance force, and as the magnitude of the force applied to the contact surface 320 by the contact portion 310 increases, the magnitude of the vertical resistance force generated from the contact surface 320 increases, and the magnitude of the frictional force increases, whereby the resistance force acting in the direction opposite to the direction in which the driver steps on the pedal pad 110 increases.
For example, in a case where the pedal arm 100 is rotated to the aforementioned first angle θ 1 as shown in fig. 9 from a state where the driver does not depress the pedal pad 100 to a state where the driver depresses the pedal pad 110, the vertical resistance force of N1 may be generated from the contact surface 320, and in a case where the pedal arm 100 is rotated to a second angle θ 2 larger than the first angle θ 1, as shown in fig. 10, since the bullet 312 is located at a position closer to the other side of the contact surface 320, the force applied to the contact surface 320 by the contact portion 310 becomes larger, and the vertical resistance force N2 larger than N1 may be generated.
As described above, in the case where the magnitude of the force applied to the contact surface 320 by the base portion 310 increases as the angle of rotation of the pedal arm 100 increases as the driver steps on the pedal pad 110, the vertical resistance force generated from the contact surface 320 may increase, and accordingly, the magnitude of the frictional force generated between the contact portion 310 and the contact surface 320 may also increase.
In the vehicle pedal device 1 according to the present invention, when the driver depresses the pedal pad 110 to increase the rotation angle of the pedal arm 100, the total pedaling force required by the driver is a force obtained by adding the pedaling force Fr generated by the pedaling force generating unit 200 to the friction force f generated by the friction force generating unit 300 as shown in fig. 12, whereas when the driver lifts the foot from the pedal pad 110 to decrease the rotation angle of the pedal pad 110 as shown in fig. 13, the total pedaling force required by the driver is a force obtained by subtracting the friction force f generated by the friction force generating unit 300 from the pedaling force Fr generated by the pedaling force generating unit 200, and hysteresis can be generated when the driver operates the pedal.
That is, in the vehicle pedal device 1 of the present invention, when the driver steps on the pedal pad 110, as shown in fig. 14 (a), the total pedaling force required by the driver is a force obtained by adding the pedaling force Fr generated by the pedaling force generating unit 200 to the frictional force f generated by the storage unit 210 and the contact unit 310, and increases as the rotation angle (stroke) of the pedal arm 100 increases, and when the driver lifts the foot from the pedal pad 110, as shown in fig. 14 (b), a part of the pedaling force Fr generated by the pedaling force generating unit 200 is offset by the frictional force f generated by the frictional force generating unit 300, so that the total pedaling force required by the driver is relatively smaller than when the driver steps on the pedal pad 110, and the feeling of fatigue felt by the driver when the driver operates the pedal can be reduced.
At this time, fig. 14 (c) is a graph showing the stepping force required by the driver in the case where there is no frictional force generated from the frictional force generating unit 300, and in this case, since only the stepping force by the stepping force generating unit 200 acts, the same stepping force is generated in the case where the driver steps on the pedal pad 110 and in the case where the driver lifts the foot from the pedal pad 110, and there is a possibility that the fatigue of the driver is increased.
Referring again to fig. 1 to 6, the pedal device 1 for a vehicle according to an embodiment of the present invention may further include a position sensing part 500 to sense the position of the pedal arm 100 to adjust the combustion amount, and the position sensing part 500 may include a magnet 510 and a sensing part 520.
The position of the magnet 510 may be changed when the pedal arm 100 is rotated, and in the embodiment of the present invention, the following case is exemplified: the magnet 510 is disposed at the other end portion of the pedal arm 100 close to the rotation shaft Ax with a predetermined interval from the rotation shaft Ax and rotates together with the pedal arm 100 centering on the rotation shaft Ax to change the position, but not limited thereto, the magnet 510 is disposed in such a manner that the center thereof coincides with the rotation shaft Ax of the pedal arm 100 to rotate together with the pedal arm 100 centering on the rotation shaft Ax to change the position.
The sensing part 520 senses the strength of the magnetic force according to the position of the magnet 510 and outputs a sensing signal according to the strength of the sensed magnetic force, and the sensing signal output from the sensing part 520 may be used in order for an ECU or the like of the vehicle to determine the rotation angle of the pedal arm 100 and control the combustion amount according to the determined rotation angle.
That is, the displacement amount of the magnet 510 is changed according to the rotation angle range of the pedal arm 100, the sensor 520 senses the strength of the magnetic force according to the position of the magnet 510 corresponding to the rotation angle of the pedal arm 100 and transmits a sensing signal according to the sensed force to the ECU, and the ECU of the vehicle determines the rotation angle of the pedal arm 100 according to the transmitted sensing signal to control the combustion amount.
At this time, the rotation angle range of the pedal arm 100 may be understood as an angle range between the position of the pedal arm 100 in a state where the driver does not depress the pedal pad 110 and the position of the pedal arm 100 in a state where the pedal arm 100 rotates to the full stroke.
The sensing part 520 may include a plurality of sensors in order to prevent sensing errors, and in the embodiment of the present invention, a case where the sensing part 520 includes 2 sensors that output sensing signals of different intensities from each other according to the position of the magnet 510 is explained as an example, and in this case, the ECU of the vehicle controls the combustion amount according to the intensity difference of the sensing signals respectively output from the 2 sensors.
For example, in the case where the difference in the intensity of the sensing signal of each of the 2 sensors is within a predetermined range, the ECU of the vehicle may control the throttle valve in accordance with the stronger sensing signal of the 2 sensors, and in the other cases, may control the combustion amount in accordance with the weaker sensing signal of the 2 sensors.
As described above, in the case where the sensing part 520 includes a plurality of sensors, in order to accurately obtain the intensity difference of the sensing signals output from the plurality of sensors, respectively, it is necessary to linearly change the intensity of the sensing signals output from the respective sensors according to the position change of the magnet 510, and in the case where the intensity of the sensing signals output from the plurality of sensors does not linearly change according to the position change of the magnet 510, it is difficult to accurately obtain the intensity difference of the sensing signals output from the plurality of sensors, respectively, and thus it is difficult to normally control the magnetic sensor.
Such a sensor clearly indicates a minimum displacement amount of the magnet 510 that ensures linearity according to manufacturers, and it is necessary to linearly change the sensing signal output from the sensing unit 520 by setting the displacement amount of the magnet 510 to be equal to or greater than the minimum displacement amount.
In the embodiment of the present invention, the following cases are described as examples: the magnet 510 is provided at a predetermined interval from the rotational axis Ax of the pedal arm 100 so as to rotate around the rotational axis Ax, and therefore, the displacement amount of the magnet 510 can also be understood as the rotational angle range of the magnet 510.
Normally, when the rotation angle range of the pedal arm 100 is a (0 to a), the rotation angle range of the magnet 510 may be attached to the position of the magnet 510, which may be sensed as a (0 to a) according to the strength of the magnetic force sensed by the sensor unit 520, and when the rotation angle range of the pedal arm 100 is smaller than the minimum displacement amount (minimum rotation angle range) for ensuring the linearity of the sensor unit 520, the linearity of the sensing signal output from the sensor unit 520 may not be ensured.
In the case where the displacement amount of the magnet 510 is smaller than the minimum displacement amount for ensuring linearity, the displacement amount of the magnet 510 may be increased by a separate gear, or the displacement amount of the magnet 510 may be increased by relatively moving the magnet 510 away from the rotation axis Ax of the pedal arm 100 so that the displacement amount of the magnet 510 is larger than the minimum displacement amount, however, in this case, the constitution or cost is increased due to a separate gear or the like, and the overall size may be increased, so that in the embodiment of the present invention, a multi-pole magnetized magnet is used as the magnet 510, and even in the case where the actual displacement amount of the magnet 510 is smaller than the minimum displacement amount, the displacement amount of the magnet 510 sensed by means of the sensing portion 520 is sensed to be larger than the minimum displacement amount.
In other words, increasing the amount of displacement of the magnet 510 by a separate gear means: arranging the magnet 510 relatively far from the rotation axis Ax of the pedal arm 100 means that, with the center of the magnet 510 coinciding with the rotation axis Ax of the pedal arm 100, the gear rotation ratio is adjusted by a separate gear to rotate the magnet 510 over a larger angular range than the rotation angle range of the pedal arm 100: making the intensity range of the magnetic force sensed by the sensing part 520 according to the position of the magnet 510 have a range larger than that according to the rotation angle range of the pedal arm 100, since the constitution will become complicated and there is a limitation in reducing the entire size in the case of using a separate gear or the magnet 510 disposed relatively far from the rotation axis Ax of the pedal arm 100, in the embodiment of the present invention, the constitution is prevented from becoming complicated, the entire size reduction can be achieved, and the linearity with respect to the sensing signal output from the sensing part 520 is ensured.
In the embodiment of the present invention, in the magnet 510, 2 or more polarities may be alternately arranged in a direction in which a position is changed according to the rotation of the pedal arm 100 (hereinafter, referred to as "displacement direction"), and 2 or more polarities may be alternately arranged in a direction perpendicular to the displacement direction of the magnet 510.
At this time, the case where 2 or more polarities are alternately arranged means: the total number of polarities including N poles and S poles is 2 or more, and means that N poles and S poles are alternately arranged, and as an example, a case where 3 polarities are alternately arranged may be understood as: the case where 4 polarities are alternately arranged in the order of N pole, S pole, N pole or S pole, N pole, S pole may be understood as: the N pole, the S pole, the N pole and the S pole are arranged in sequence or the S pole, the N pole, the S pole and the N pole are arranged in sequence.
That is, as shown in fig. 15, in the magnet 510, the N-pole and the S-pole are alternately arranged along the displacement direction, and the N-pole and the S-pole are alternately arranged in directions respectively perpendicular to these, so that the N-pole and the S-pole can be all alternately arranged along the displacement direction of the magnet 510 and the direction perpendicular to the direction.
As described above, in the case where the N-poles and the S-poles are alternately arranged in the displacement direction of the magnet 510 and the direction perpendicular to the direction, not only the magnetic lines of force Gx continuing along the x-axis direction corresponding to the displacement direction of the magnet 510 but also the magnetic lines of force Gz, -Gz continuing along the z-axis direction corresponding to the direction perpendicular to the displacement direction may be formed.
In fig. 15, magnetic lines Gz, -Gz, which are connected in a direction perpendicular to the displacement direction, have positive and negative values to indicate the directionality in which the magnetic lines are connected, Gz means magnetic lines that are connected from a polarity close to the sensing portion 520 to a polarity far from the sensing portion 520, and Gz means magnetic lines that are connected from a polarity far from the sensing portion 520 to a polarity close to the sensing portion 520.
At this time, the reason for alternately arranging 2 or more polarities along the displacement direction of the magnet 510 and the direction perpendicular thereto is to allow the sensing part 520 to sense the displacement amount of the magnet 510 by the strength of the magnetic force in the z-axis direction corresponding to the direction perpendicular to the displacement direction of the magnet 510, and a detailed description thereof will be described later.
In addition, since the case where 2 or more polarities are alternately arranged in the direction perpendicular to the displacement direction of the magnet 510 is to sense the strength of magnetic force corresponding to magnetic lines of force connecting between polarities located at both ends in the direction perpendicular to the displacement direction, it is preferable that 2 polarities are arranged in the direction perpendicular to the displacement direction in order to prevent the magnet 510 from increasing in size and accordingly prevent the entire size from increasing.
Also, in the embodiment of the present invention, since the case where 2 or more polarities are alternately arranged along the displacement direction is for the magnet 510 to sense the strength of the magnetic force corresponding to the magnetic force lines connecting between the polarities located at both ends along the displacement direction, it is preferable that 2 polarities are arranged for the displacement direction in order that the size of the magnet 510 can be prevented from increasing and accordingly the size of the whole is prevented from increasing.
As described above, in the embodiment of the present invention, the purpose of using a multi-pole magnetized magnet as the magnet 510 is as follows: in the case where the magnet 510 has a displacement amount smaller than the minimum displacement amount by which the sensing signal output from the sensing part 520 is linearly changed, linearity with respect to the sensing signal output from the sensing part 520 can be ensured even without a separate gear or without changing the position of the magnet 510.
That is, in the case where 2 or more polarities are alternately arranged in the magnet 510 along the displacement direction and the direction perpendicular thereto, linearity with respect to the sensing signal output from the sensing part 520 can be ensured with a relatively small displacement, as compared to the case where a single N pole and S pole are arranged in the displacement direction in the magnet 510.
In other words, the displacement amount of the magnet 510 may be determined according to the strength of the magnetic force sensed by the sensing part 520, and the magnetic force may be sensed in a range greater than the strength range of the magnetic force corresponding to the rotational angle range of the pedal arm 100, so that it may be understood that: although the actual displacement of the magnet 510 is smaller than the minimum displacement, the displacement sensed by the sensing part 520 is larger than the minimum displacement.
Fig. 16 is a schematic view illustrating a rotation angle sensed by the sensor unit according to a change in position of the magnet according to an embodiment of the present invention, and fig. 16 shows an example of a case in which the following is compared with the case of the magnet 510: the case where only a single N pole and S pole are arranged along the displacement direction as in the prior art; the situation of 2 polarities is arranged alternately along the direction of displacement and the direction perpendicular to this direction, respectively, as in the present invention.
In fig. 16, N1 and N2 are symbols for distinguishing N poles located at different positions from each other, and similarly, S1 and S2 are symbols for distinguishing S poles located at different positions from each other.
Referring to fig. 16, in the magnet 510, in the case where only a single N pole and S pole are arranged along the displacement direction as in the related art, the intensity of the magnetic force sensed by the sensing part 520 during the period from when the magnet 510 enters the sensing range of the sensing part 520 to when it leaves the sensing range changes in the position of the magnet 510 is changed as follows: the magnet 510 gradually increases from one side of the sensing part 520 until it enters the sensing range of the sensing part 520, and becomes maximum when the central portion of the magnet 510 moves to a position side by side with the central portion of the sensing part 520, and then gradually decreases until the magnet 510 leaves the sensing range of the sensing part 520 toward the other side of the sensing part 520.
At this time, when the displacement amount for ensuring the linearity of the sensing signal of the sensing part 520 is a case where the magnet 510 rotates by 120 degrees or more, and when the position of the magnet 510 changes from the time when the magnet 510 enters the sensing range of the sensing part 520 from one side of the sensing part 520 to the time when the magnet leaves the sensing range of the sensing part 520 to the other side of the sensing part 520, and when the sensing part 520 determines that the displacement amount of the magnet 510 is 180 degrees, the linearity of the sensing signal output from the sensing part 520 cannot be ensured if the displacement amount of the magnet 510 corresponds to a rotation angle of less than 120 degrees due to design reasons or layout, etc.
In contrast, in the embodiment of the present invention, when the magnet 510 actually has a displacement amount smaller than the displacement amount corresponding to the rotation angle of 120 degrees, the sensor 520 may sense the displacement amount corresponding to the rotation range larger than 120 degrees, so as to ensure the linearity of the sensing signal output from the sensor 520.
That is, in the magnet 510, in the case where N poles and S poles are alternately arranged along the displacement direction of the magnet 510 and the direction perpendicular to the direction, the sensing part 520 senses the strength of the magnetic force connected in the direction perpendicular to the displacement direction, that is, the strength of the magnetic force corresponding to the magnetic force line connected from the N1 pole to the S2 pole and the strength of the magnetic force corresponding to the magnetic force line connected from the N2 pole to the S1 pole, while sensing the strength of the magnetic force corresponding to the magnetic force line connected from the N1 pole to the S1 pole similar to the existing magnet.
At this time, assuming that the length of the magnet 510 in the displacement direction is the same as that of the existing magnet, the strength of the magnetic force from when the magnet 510 enters the sensing range of the sensing part 520 until the middle of the magnet 510 (i.e., the N1 and S2 poles) departs from the sensing range of the sensing part 520 will exhibit a similar variation to the case where only a single N pole and S pole are arranged in the displacement direction in the magnet 510 as in the existing magnet.
Accordingly, the sensing part 520 may sense the displacement amount of the magnet 510 as 180 degrees until the middle of the magnet 510 (i.e., the N1 and S2 poles) is out of the sensing range of the sensing part 520.
In this case, even if the actual displacement amount of the magnet 510 is 60 degrees, since it is sensed as 120 degrees by the sensing part 520, linearity can be ensured.
Thereafter, in a case where the position of the magnet 510 is continuously changed, the displacement amount of the magnet 510 may be sensed to be 180 degrees in a case from when the magnetic force corresponding to the magnetic line of force connecting the N2 pole to the S1 pole is sensed to when the magnet 510 is completely out of the sensing range of the sensing part 520.
Therefore, the sensing part 520 can sense that the magnet 510 has a displacement amount of 0 to 180 degrees at a position where the magnet 510 is out of the sensing range of the sensing part 520 in the middle of the magnet 510, and can sense that the magnet 510 has a displacement amount of 180 to 360 degrees at a position where the magnet 510 is completely out of the sensing range of the sensing part 520.
In other words, in the embodiment of the present invention, since the sensing signal according to the displacement amount of the existing magnet can be output also in the case where the magnet 510 has a half displacement amount compared to the displacement amount of the existing magnet, linearity with respect to the sensing signal output from the sensing portion 520 can be ensured also in the case where the rotation angle of the pedal arm 100 is small.
Fig. 16 shows an example of the following case: since the length d of the magnet 510 in the displacement direction is the same as that of the conventional magnet, and thus the amount of displacement is sensed by the sensor part 520 to be 2 times even in the case where the actual amount of displacement is the same, but not limited thereto, in the case where the length of 2 or more polarities arranged in the direction perpendicular to the displacement direction formed in the displacement direction is smaller than that of the conventional magnet in the displacement direction, linearity can be ensured since the amount of displacement sensed by the sensor part 520 will be greater than the actual amount of displacement of the magnet 510.
Also, the length formed in the displacement direction by 2 or more polarities arranged in the direction perpendicular to the displacement direction is adjusted, so that the amount of displacement sensed by the sensing part 520 can be adjusted with respect to the actual amount of displacement of the magnet 510.
In the above-described embodiment, the description has been made with respect to the magnet 510 by taking as an example the case where the magnet is rotated about the rotation axis Ax when the pedal arm 100 is rotated at a predetermined interval from the rotation axis Ax, but similarly, it is also applicable to the case where the center of the magnet 510 is located at a position coinciding with the rotation axis Ax and is rotated about the rotation axis Ax when the pedal arm 100 is rotated.
For example, in the case where the magnet 510 is located at a position coinciding with the rotation axis Ax, the displacement direction of the magnet 510 may be understood as being rotated centering on the rotation axis Ax, and in this case, similarly to the above-described embodiment, 2 or more polarities may be alternately arranged in the displacement direction while 2 or more polarities may be alternately arranged in the direction perpendicular to the displacement direction as well, as in fig. 17.
In this case, the sensor 520 senses the intensity of the magnetic force in the x-axis and y-axis directions and also senses the intensity of the magnetic force in the z-axis direction, so that the amount of displacement sensed by the sensor 520 is larger than the actual amount of displacement of the magnet 510, as in the above-described embodiment.
The above embodiment is explained by taking the following cases as examples: in the suspension type pedal device, in the magnet 510, 2 or more polarities are alternately arranged in the direction of changing the position according to the rotation of the pedal arm 100 and the direction perpendicular to the displacement direction of the magnet 510, respectively, so that linearity with respect to the sensing signal output from the sensing portion 520 can be secured with a relatively small amount of displacement, but not limited thereto, and may be similarly applied to the organ type pedal device.
Fig. 18 is a perspective view illustrating a pedal device for a vehicle according to another embodiment of the present invention, fig. 19 is a side view illustrating a pedal device for a vehicle according to another embodiment of the present invention, fig. 20 is an exploded perspective view illustrating a pedal device for a vehicle according to another embodiment of the present invention, and a pedal device 600 for a vehicle of fig. 18 to 20 is an example of an organ type pedal device.
Referring to fig. 18 to 20, a pedal apparatus 600 for a vehicle according to another embodiment of the present invention may include a pedal pad 610, a pedal carrier 620, a lever 630, and a pedaling force generating part 640.
The pedal pad 610 has a hinge portion 611 formed at one end thereof to be inserted into a hinge portion 651 formed at the pedal housing 650 in the direction of the first axis Ax1, and is coupled to the outside of the pedal housing 650 so as to rotate about the first axis Ax1, and the pedal carrier 620 is positioned inside the pedal housing 650, and rotates about the second axis Ax2 in conjunction with the pedal pad 610 when the driver steps on the pedal pad 610 or lifts his or her foot from the pedal pad 610.
The pedal carrier 620 may include: a rotating portion 621 that rotates about a second axis Ax 2; and an extension portion 622 formed to protrude from the rotation portion 621 so that an operation force of the pedal pad 610 is transmitted to the rotation portion 621.
An opening portion is formed in one surface of the rotation portion 621 such that a shaft body 652 formed in the pedal housing 650 is inserted into the opening portion and is rotatable about the second shaft Ax2, and the extension portion 622 penetrates through the through hole 653 of the pedal housing 650 such that both ends thereof are connected to the pedal pad 610 via the links 612 located inside and outside the pedal housing 650, respectively, whereby the operation force of the pedal pad 610 can be transmitted to the rotation portion 621.
The lever 630 causes a force according to an operation force of the pedal pad 610 received from the pedal carrier 620 through one end portion to be applied to the outer side surface of the rotation portion 621 through the other end portion contacting the outer side surface of the rotation portion 621, thereby increasing a resistance force acting in a direction opposite to a direction in which the driver steps on the pedal pad 610, and thus, a hysteresis that makes the stepping force different between a case in which the driver steps on the pedal pad 610 and a case in which the driver lifts the foot from the pedal pad 610 can be generated.
That is, when the driver presses down pedal pad 610 to apply a force to the outer side surface of rotating portion 621 via lever 630, a frictional force generated between the inner side surface of rotating portion 621 and the outer side surface of shaft body 652 increases, and a resistance force acting in a direction opposite to a direction in which the driver presses down pedal pad 610 increases.
The depression force generating unit 640 may be formed of an elastic member such as a coil spring, and both ends thereof are respectively positioned at the pedal carrier 620 and the lever 630, thereby generating a depression force in a direction opposite to a direction in which the driver depresses the pedal pad 610.
At this time, when the driver steps on the pedal pad 610, the force obtained by adding the stepping force generated by the stepping force generating unit 640 to the friction force generated between the rotating unit 621 and the shaft body 652 becomes the total stepping force, whereas when the driver lifts the foot from the pedal pad 610, the force obtained by subtracting the friction force generated between the rotating unit 621 and the shaft body 652 from the stepping force generated by the stepping force generating unit 640 becomes the total stepping force, and hysteresis is generated.
In other words, when the driver steps on the pedal pad 610 or lifts his foot from the pedal pad 610, the rotation portion 621, the extension portion 622, the lever 630, and the pedal force generation portion 640 are interlocked with each other, and a force is applied to the outer surface of the rotation portion 621 via the lever 630, so that a frictional force can be generated.
The rotation angle of the rotating portion 621 may be sensed by a position sensing portion to determine the stepping amount or rotation angle of the pedal pad 610, and the position sensing portion may sense the position of the rotating portion 621 to determine the rotation angle of the rotating portion 621.
The position sensing part may include: a magnet 661 that rotates integrally with the rotating portion 621 and changes its position when the rotating portion 621 rotates; the sensor 662 senses the intensity of magnetic force according to the position of the magnet 661.
At this time, the position sensing part sensing the position of the rotation part 621 may be understood as sensing the position of the pedal carrier 620, and may be understood as sensing the position of the magnet 661, whose position is changed when the pedal carrier 620 rotates, by the sensing part 662.
The magnet 661 may be mounted to a mounting portion 621a protruding outward from the rotating portion 621, and the sensing portion 662 may be configured by at least one hall sensor or the like provided to the substrate 662a so as to output a sensing signal corresponding to the strength of the magnetic force according to the position of the magnet 661.
At this time, in another embodiment of the present invention, similarly to the above-described embodiment, the magnet 661 may be alternately arranged with at least 2 or more polarities respectively along the displacement direction as the direction of the positional change of the magnet 661 according to the rotation of the rotating part 621 and the direction perpendicular to the direction of the positional change of the magnet 661, whereby the linearity with respect to the sensing signal output from the sensing part 662 may be ensured with a relatively small displacement amount as compared to the case where only a single N pole and S pole is arranged along the displacement direction of the magnet 661.
That is, by using a multi-pole magnetized magnet as the magnet 661, even when the actual displacement amount of the magnet 661 is smaller than the minimum displacement amount, the displacement amount sensed by the sensing part 662 can be made larger than the minimum displacement amount, and linearity with respect to the sensing signal output from the sensing part 662 can be secured without a separate gear or changing the position of the magnet 661.
In addition, in fig. 18 to 20, since the extending portion 622 is formed to protrude from the rotating portion 621 in the direction of the first axis Ax1, the magnet 661 is positioned in the opposite direction with respect to the rotating portion 621 to prevent the structural interference of the rotating portion 621 and the magnet 661 from occurring, and the case where the substrate 662a on which the sensing portion 662 is provided is positioned on the side of the magnet 661 in the direction of the second axis Ax2 is exemplified, but not limited thereto, and the positions of the magnet 661 and the sensing portion 662 may be changed as long as the structural interference does not occur.
The person who possesses the basic knowledge in the technical field that the utility model belongs to thinks certainly to understand can implement the utility model with other concrete forms under the prerequisite that does not change technical thought or necessary characteristics. The embodiments described above are therefore exemplary in all respects, and should be understood as not limiting. The scope of the present invention is defined not by the foregoing detailed description but by the scope of the claims, and all modifications and variations that can be derived from the meaning and the range described in the claims and the equivalent concept thereof should be construed as being included in the scope of the present invention.
Claims (16)
1. A pedal device for a vehicle, characterized by comprising:
a pedal arm disposed in the pedal housing so as to be rotatable about a rotation axis;
a pedal force generating unit that generates a pedal force in a direction opposite to a direction in which an operation force of the pedal arm acts, through a pedal pad formed on the pedal arm;
a friction force generating portion including a contact portion formed at an end portion of the pedal arm close to the rotation shaft and a contact surface formed on an inner side of the pedal housing so as to be in contact with the contact portion, the friction force generating portion generating a friction force between the contact portion and the contact surface when the pedal arm rotates; and
a position sensing part sensing a position of the pedal arm,
wherein the position sensing part includes:
a magnet that changes position when the pedal arm rotates; and
a sensing part sensing intensity of magnetic force according to a position of the magnet,
wherein the magnets are alternately arranged in 2 or more polarities in a displacement direction and a direction perpendicular to the displacement direction, respectively.
2. The pedal apparatus for vehicle according to claim 1,
the contact surface is formed such that a distance from the rotation axis gradually decreases from one side to the other side along a moving direction of the contact portion.
3. The pedal apparatus for vehicle according to claim 1,
the contact portion includes:
an elastic member inserted into a receiving groove formed at an end of the pedal arm; and
a bullet elastically supported by the elastic member and arranged in such a manner that one end thereof is in contact with the contact surface,
wherein, when the pedal arm is rotated by the operating force, the bullet receives a force in a direction of compressing the elastic member due to the contact surface.
4. The pedal apparatus for vehicle according to claim 1,
the pedal housing includes:
an insertion hole formed at a rear side of the pedal housing such that an end portion of the pedal arm is inserted into the insertion hole; and
and an opening portion formed at a front side of the pedal housing so that a support portion supporting both ends of the pedaling force generating portion together with the pedal arm is coupled to the opening portion.
5. The pedal apparatus for vehicle according to claim 4,
both ends of the pedaling force generating part are respectively supported by the surfaces of the support part and the pedal arm facing each other, and
when the pedal arm is rotated by the operating force, the pedal force generating portion is compressed as one surface of the pedal arm facing the support portion approaches the support portion, thereby generating a restoring force corresponding to the pedal force.
6. The pedal apparatus for vehicle according to claim 1,
the frictional force generating portion generates a frictional force according to a force applied to the contact surface by the contact portion,
in a case where the driver steps on the pedal pad, the frictional force acts in a direction opposite to a direction in which the operating force acts,
when the driver lifts his foot from the pedal pad, the frictional force acts in a direction opposite to the direction in which the pedal force acts.
7. The pedal apparatus for vehicle according to claim 1,
the magnet is disposed to be spaced apart from a rotation shaft of the pedal arm by a predetermined interval so as to rotate centering on the rotation shaft of the pedal arm when the pedal arm rotates.
8. The pedal apparatus for vehicle according to claim 1,
the magnet is provided so as to be centered on the rotation shaft of the pedal arm, and thus rotates about the rotation shaft of the pedal arm when the pedal arm rotates.
9. The pedal apparatus for vehicle according to claim 1,
in the magnet, N poles and S poles are arranged alternately with each other in the displacement direction when the pedal arm rotates and in a direction perpendicular to the displacement direction, respectively.
10. The pedal apparatus for vehicle according to claim 1,
in the magnet, a length formed in the displacement direction of 2 or more polarities arranged in a direction perpendicular to the displacement direction is shorter than a case where only one N-pole and S-pole are arranged in the displacement direction.
11. The pedal apparatus for vehicle according to claim 1,
the sensing portion senses the intensity of magnetic force corresponding to magnetic lines of force that are connected between 2 or more polarities arranged in a direction perpendicular to the displacement direction.
12. A pedal device for a vehicle, characterized by comprising:
a pedal carrier provided so as to be rotatable about a rotation axis in a pedal housing;
a pedal force generating unit that generates a pedal force in a direction opposite to a direction in which an operation force of the pedal carrier acts;
a frictional force generating unit that generates a frictional force acting as a resistance when the pedal carrier rotates;
a position sensing part sensing a position of the pedal carrier,
wherein the position sensing part includes:
a magnet that changes position when the pedal carrier rotates;
a sensing part sensing a magnetic strength according to a position of the magnet,
wherein the magnets are alternately arranged in 2 or more polarities in a displacement direction and a direction perpendicular to the displacement direction, respectively.
13. The pedal apparatus for vehicle according to claim 12,
the frictional force increases as the rotation angle of the pedal carrier increases.
14. The pedal apparatus for a vehicle according to claim 12, further comprising:
a pedal pad for transmitting the operating force to the pedal carrier.
15. The pedal apparatus for vehicle according to claim 14,
the friction force generating part includes:
a rotation section rotatably coupled to a shaft body of the pedal housing;
an extension portion protruding from the rotation portion;
a rod including one end and the other end; and
an elastic member interposed between one end portion of the rod member and the extension portion,
wherein the other end of the lever is formed to apply a force to an outer side surface of the rotating portion to generate the frictional force.
16. The pedal apparatus for vehicle according to claim 15,
in response to the pedal carrier being pressurized, applying a force to the outer side surface of the rotating portion via the lever and increasing a frictional force between the inner side surface of the rotating portion and the outer side surface of the shaft body of the pedal housing.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR20190029832 | 2019-03-15 | ||
| KR10-2019-0029832 | 2019-03-15 | ||
| KR1020200027104A KR102348898B1 (en) | 2019-03-15 | 2020-03-04 | Pedal apparatus for vehicle |
| KR10-2020-0027104 | 2020-03-04 |
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| Publication Number | Publication Date |
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| CN212313287U true CN212313287U (en) | 2021-01-08 |
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| CN202020318298.1U Active CN212313287U (en) | 2019-03-15 | 2020-03-13 | Pedal device for vehicle |
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| KR (1) | KR102348898B1 (en) |
| CN (1) | CN212313287U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113842634A (en) * | 2021-09-27 | 2021-12-28 | 歌尔科技有限公司 | Force feedback control method and device for trigger button, electronic product and medium |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4078826B2 (en) * | 2001-10-31 | 2008-04-23 | オイレス工業株式会社 | Damper and accelerator pedal device using this damper |
| KR100534857B1 (en) | 2003-11-20 | 2005-12-08 | 현대자동차주식회사 | An accelerator pedal arm structure for allowance hysteresis |
| US20070234842A1 (en) * | 2006-04-07 | 2007-10-11 | Ksr International Co. | Electronic throttle control with hysteresis and kickdown |
| KR101905915B1 (en) * | 2012-12-07 | 2018-10-08 | 현대자동차주식회사 | Pedal operating apparatus of vehicle |
| KR101428396B1 (en) * | 2013-06-17 | 2014-08-08 | 현대자동차주식회사 | Pedal device for vehicle |
| KR101681741B1 (en) * | 2014-06-24 | 2016-12-02 | 엘에스오토모티브 주식회사 | Shifting-range rotary sensor unit for a vehicle |
-
2020
- 2020-03-04 KR KR1020200027104A patent/KR102348898B1/en active IP Right Grant
- 2020-03-13 CN CN202020318298.1U patent/CN212313287U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113842634A (en) * | 2021-09-27 | 2021-12-28 | 歌尔科技有限公司 | Force feedback control method and device for trigger button, electronic product and medium |
| CN113842634B (en) * | 2021-09-27 | 2024-02-27 | 歌尔科技有限公司 | Force feedback control method and device for trigger button, electronic product and medium |
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| Publication number | Publication date |
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| KR102348898B1 (en) | 2022-01-11 |
| KR20200110194A (en) | 2020-09-23 |
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