Classifications

• • 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
• • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
  • F16H59/14—Inputs being a function of torque or torque demand
  • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
  • F16H59/20—Kickdown
• • 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
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/20—Control lever and linkage systems
  • Y10T74/20528—Foot operated
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/20—Control lever and linkage systems
  • Y10T74/20528—Foot operated
  • Y10T74/20534—Accelerator
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/20—Control lever and linkage systems
  • Y10T74/20528—Foot operated
  • Y10T74/2054—Signal
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/20—Control lever and linkage systems
  • Y10T74/20576—Elements
  • Y10T74/20888—Pedals

Definitions

• the invention relates to an accelerator pedal module according to the preamble of claim 1.
• Control transmitted to the prime mover For this purpose, a sensor is provided which measures the position of the pedal lever. Measured values from this sensor are transmitted to the drive machine by the controller after appropriate processing. In addition, a kick-down mechanism and an electrical switch are often provided.
• the sensor of the accelerator pedal module is intended to deliver an electrical signal at a precisely predetermined level when the pedal lever is in a certain position.
• the sensor is adjusted in a certain position of the pedal lever.
• this is done by rotating the housing of the sensor in a certain position of the pedal lever until the sensor emits electrical signal is within a predetermined, narrow tolerance band.
• the electrical signal emitted by the sensor then changes, so that the control can recognize the respective position of the pedal lever.
• the pedal lever When the pedal lever is actuated between the rest position of the pedal lever and the end position of the pedal lever, there is a so-called kick-down angular position in which the restoring force acting on the pedal lever increases suddenly.
• the kick-down angular position is just before the end position of the pedal lever.
• An electrical switch is provided on the accelerator pedal module. The electrical switch is usually used to switch a transmission of the motor vehicle. The electric switch is switched by the pedal lever when it is between the kick-down angular position and the end position.
• Pedal lever is inevitably tainted with tolerances and because the switching point of the electrical switch is also not completely tolerance-free and because the mechanics of the accelerator pedal module is tainted with tolerances with respect to the angular positions that can be achieved, the
• Accelerator pedal module pretty big. Another disadvantage is that, for reasons of tolerance, it must be accepted that the electrical signal of the sensor will scatter relatively strongly when the kick-down angular position is reached. The consequence of this is that the overall distances for actuating the pedal lever must be kept relatively long and the scatter of the electrical signal of the sensor in the kick-down angular position must be taken into account by appropriately designing the control or by means of a corresponding control device.
• the accelerator pedal module designed according to the invention with the characterizing features of claim 1 has the advantage that, largely independent of manufacturing tolerances of the electrical signal of the sensor, a very accurate electrical signal of the sensor depending on the position of the pedal lever can be achieved. In particular, it can be achieved that both in the rest position of the pedal lever and in the kick-down angular position of the pedal lever, the electrical signal of the sensor is within very narrow tolerances. Another advantage is that the switching path between the
• Kick-down angular position and the switching of the electrical switch can be kept very small in a desired manner, and likewise the pivot angle between the kick-down angular position of the pedal lever and the end position of the pedal lever can be kept quite small.
• the driver would find a large switching path and a large swivel angle between the kick-down angular position and the end position to be a rather uncomfortable dead path. Because overall only still small dead paths are required for the pedal lever, there is the further advantage that the accelerator pedal module can be made relatively small overall, and that the installation space that is necessarily available in the passenger compartment for the actuation of the pedal lever is quite small.
• FIG. 1 shows a side view of a first exemplary embodiment of an accelerator pedal module
• FIG. 2 shows a partially sectioned side view of the first embodiment with the sensor removed
• FIG. 3 and FIG. 4 each show a partially sectioned side view with the sensor removed of two further embodiments of the accelerator pedal module.
• the accelerator pedal module designed according to the invention can be used to control various drive machines.
• the prime mover is, for example, a gasoline engine, the throttle valve of which is adjusted by a servomotor.
• the accelerator pedal module is used to emit electrical signals which are fed to the servomotor which adjusts the throttle valve.
• the prime mover can also be, for example, a diesel engine or an electric motor, and also in these In this case, electrical signals are emitted by the accelerator pedal module, which, converted accordingly, control the power of the drive machine.
• the accelerator pedal module is preferably attached directly to a vehicle part of the motor vehicle in the area of action of the motor vehicle driver.
• the pedal lever of the accelerator pedal module is often also referred to as an accelerator pedal.
• FIGS. 1 and 2 show a side view of a preferably selected, particularly advantageous exemplary embodiment, the sensor being omitted in FIG. 2 for better clarity and the holding structure serving as the housing and the pedal lever of the accelerator pedal module being shown partly in section.
• FIGS. 1 and 2 show an accelerator pedal module 1.
• the accelerator pedal module 1 comprises a holding structure 2, a pedal lever 3, a sensor 5, an electrical switch 6, a kick-down mechanism 7, a return spring 8 and a pivot bearing 9.
• the holding structure 2 is preferably fastened directly in the foot region of a motor vehicle driver to a vehicle part 12 of a motor vehicle symbolically represented by hatching in the drawings.
• the Pedal lever 3 is preferably operated directly from the driver's foot. But it is also possible to link a separate accelerator pedal to the pedal lever 3 using a simple linkage.
• the holding structure 2 carries the pedal lever 3.
• the pedal lever 3 is pivotally mounted relative to the holding structure 2 via the pivot bearing 9.
• the sensor 5 senses the respective position of the pedal lever 3 and supplies an electrical signal corresponding to the position of the pedal lever 3 via electrical lines, not shown in the drawing, to a controller, not shown.
• the pedal lever 3 is adjustable between a rest position R and an end position E. There is a kick-down angular position KD between the rest position R and the end position E. The pedal lever 3 reaches the kick-down angular position KD shortly before it reaches its end position E. Between the kick-down angular position KD and the end position E there is a definable specific switching position S.
• the electrical switch 6 shown symbolically in FIG. 2 is integrated into the kick-down mechanism 7.
• the electrical switch 6 supplies a signal via the leading out of the kick-down mechanism 7
• the switch 6 is, for example, a so-called opener or a so-called closer.
• the return spring 8 sets the pedal lever 3 into the rest position R. With sufficient force on a pedal plate 3 a provided at the end of the pedal lever 3, the pedal lever can 3 against the restoring force of the return spring 8 to the end position E.
• An arrow marked with R points to the lower end of the pedal plate 3a; an arrow marked KD points to the lower end of the pedal plate 3a in the kick-down angular position KD; an arrow marked S points to the lower end of the pedal plate 3a in the switching position S; and an arrow marked with E points to the lower end of the pedal plate 3a standing in the end position E.
• the sensor 5 is flanged to the holding structure 2 serving as a housing or as a bearing block.
• the sensor 5 has a sensor housing 5a, on which two laterally projecting flanges 5b are formed. An elongated hole 5c is provided in each of the flanges 5b.
• the sensor 5 is mounted on the holding structure 2 such that the sensor 5 can be rotated relative to the holding structure 2 about an axis of rotation 5d of the sensor lever.
• a cylindrical projection is formed on the sensor housing 5a concentrically to the sensor lever axis of rotation 5d, the projection engaging in a cylindrical bore provided on the holding structure 2.
• the sensor lever axis of rotation 5d runs perpendicular to that in FIGS Figures 1 and 2 illustrated image plane;
• the sensor lever axis of rotation 5d is symbolically indicated in FIG. 1 as the intersection of two short, perpendicular lines.
• the sensor 5 has a sensor shaft 5h and a sensor lever 5e.
• the sensor shaft 5h is concentric with the sensor lever axis of rotation 5d.
• the sensor shaft 5h penetrates the sensor housing 5a.
• the sensor lever 5e has a recess 5f running radially to the axis 5d of the sensor lever.
• a wiper moves within the sensor 5 via a resistance track, and accordingly electrical signals are obtained at a plug connection 5g of the sensor 5, which signals can be fed to the control (not shown).
• a cylindrical pin 3b is fixedly attached to the pedal lever 3 perpendicular to the image plane shown in FIG. 1, that is to say parallel to the axis of rotation of the pivot bearing 9 and also parallel to the axis of the sensor lever 5d. The pin 3b engages in the recess 5f of the sensor 5.
• the diameter of the pin 3b of the pedal lever 3 is matched to the width of the recess 5f of the sensor lever 5e so that in the circumferential direction of the sensor lever axis of rotation 5d there is a virtually play-free connection between the pin 3b and the sensor lever 5e is guaranteed.
• the entire sensor housing 5a can be pivoted about the sensor lever axis of rotation 5d.
• the sensor housing 5a is rotated relative to the holding structure 2 by means of the projection which is molded onto the sensor housing 5a and engages in the cylindrical bore provided on the holding structure 2.
• the sensor 5 can be adjusted by rotating the sensor housing 5a. You can turn the sensor 5 about the sensor lever axis of rotation 5d until the desired, predetermined electrical signal corresponding to the rest position R is emitted at the plug connection 5g of the sensor 5.
• Two pins 2a made of plastic are molded onto the holding structure 2.
• the pins 2a protrude through the
• Elongated holes 5c of the sensor 5 run concentrically to the sensor lever axis of rotation 5d.
• the sensor housing 5a can be rotated about the sensor lever axis of rotation 5d until the pins 2a of the holding structure 2 at the ends of the elongated holes 5c of the
• Trigger sensor 5 This adjustment takes place while the pedal lever 3 is in a first angular position. In the first angular position, the sensor 5 is adjusted by rotating the sensor housing 5a in such a way that the signal emitted by the sensor 5 corresponds to a desired, predefinable, first electrical setting signal.
• the first angular position for setting the first electrical setting signal preferably to provide the unactuated rest position R of the pedal lever 3.
• the pins 2a are deformed by axial pressure and, if necessary, by supplying heat until a permanent, immovable clamping connection is formed between the pins 2a of the holding structure 2 and the flanges 5b of the sensor 5. This ensures that when the pedal lever 3 is in the non-actuated rest position R, the sensor 5 delivers the desired electrical signal corresponding to the rest position R even after a long operating time.
• the kick-down mechanism 7 has a housing 7a. Inside the housing 7a there is an axially displaceable, resiliently pushable pin 7b. A kick-down stop 7k is provided on the front end of the pin 7b facing the pedal lever 3. There is a counter stop 3k on the pedal lever 3. The counter-stop 3k forms an adjustable stop 15. An adjusting element 14 is provided on the pedal lever 3. In order to keep the manufacturing costs low, the adjusting element 14 is an adjusting screw 14a screwed into the pedal lever 3. The counter-stop 3k forming the adjustable stop 15 in this exemplary embodiment is located on the end of the adjusting screw 14a facing the kick-down stop 7k. As FIGS.
• the kick-down stop 7k is assigned to the vehicle part 12 of the motor vehicle via the kick-down mechanism 7 and via the holding structure 2. Accordingly, the adjustable stop 15 formed on the counter-stop 3k is assigned to the pivotable pedal lever 3. There is an end stop 2e on the holding structure 2, and there is a counter-end stop 3e on the pedal lever 3.
• the pedal lever 3 is actuated in the end position E, the counter-end stop 3e of the pedal lever 3 comes to bear against the end stop 2e of the holding structure 2.
• the maximum actuable swivel angle of the pedal lever 3 is limited and the end position E is determined.
• the adjustable stop 15 provided on the pedal lever 3 comes into contact with the kick-down stop 7k in an intermediate position.
• the angular position at which the adjustable stop 15 comes to rest against the kick-down stop 7k is referred to as the kick-down angular position KD. If the pedal lever 3 is actuated further beyond the kick-down angular position KD, then the spring-loaded pin 7b is pressed into the housing 7a. As a result, when the kick-down angular position KD is exceeded, the restoring force acting on the pedal lever 3 increases abruptly.
• the pedal lever 3 Starting from the rest position R, the pedal lever 3 reaches the end position E via the kick-down angular position KD and then via the switch position S
• the swivel angle between the kick-down angular position KD and the End position E should be as small as possible, and it should also be ensured that the electrically usable area of sensor 5 can actually be fully utilized. Because the swivel angle between the kick-down
• the accelerator pedal module 1 is adjusted in a second angular position of the pedal lever 3 to a desired, predeterminable second electrical setting signal.
• the predeterminable second electrical setting signal is preferably set when the pedal lever 3 is in its kick-down angular position KD.
• the pedal lever 3 is subjected to a force which is sufficient to hold the counter-stop 3k, and thereby the adjustable stop 15, of the pedal lever 3 against the kick-down stop 7k, without doing so Press in pin 7b.
• the adjusting screw 14a is turned. When the adjusting screw 14a is turned, the entire pedal lever 3 is adjusted, while the adjustable stop 15 bears against the kick-down stop 7k.
• This pivoting movement of the pedal lever 3 caused by the turning of the adjusting screw 14a leads to a corresponding slight adjustment of the sensor lever 5e of the sensor 5 and thus to a corresponding change in the electrical signal supplied by the sensor 5.
• the desired second electrical setting signal can thus be adjusted by turning the adjusting screw 14a serving as the adjusting element 14.
• An opening 16 is provided on the side of the holding structure 2 facing the vehicle part 12.
• the opening 16 enables the adjusting element 14 to be adjusted even after the accelerator pedal module 1 has been completely assembled. Attaching the opening 16 on the side of the holding structure 2 facing the vehicle part 12 has the advantage that, after the accelerator pedal module 1 has been attached to the vehicle part 12, the opening 16 is no longer accessible is and thereby an unintentional adjustment of the adjusting element 14 is prevented with certainty.
• Adjustment takes place in that the first electrical setting signal takes place by pivoting the sensor 5 about the sensor lever axis of rotation 5d; and wherein the setting of the second electrical setting signal takes place in that the angular position of the pedal lever 3 in the kick
• the electrical switch 6 m, the kick-down mechanism 7 is integrated.
• an electrical switch 6 ′ can optionally also be provided within the sensor 5.
• the alternative switch 6 ' is symbolically indicated in FIG. 1 with dashed lines. The switch 6 'in the sensor 5 is built so that when the pedal lever 3 m Switch position S stands, thereby switching the electrical switch 6 'provided to sensor 5.
• both switch 6 and switch 6 ' can be dispensed with.
• the electrical control can, for example, also be constructed in such a way that, when the pedal lever 3 m is in the switch position S, the downstream control, based on the electrical values output by the sensor 5, which are determined, for example, via the potentiometer installed in the sensor 5, provides a corresponding electrical switching signal passes on to a component of the motor vehicle to be switched.
• FIG. 3 shows a further, preferably selected, particularly advantageous exemplary embodiment.
• the sensor 5 and the articulation of the sensor 5 to the holding structure 2 and to the pedal lever 3 are designed in the same way as in the first exemplary embodiment in the second exemplary embodiment, the sensor 5 was not shown in the second exemplary embodiment according to FIG Part of the holding structure 2 and the pedal lever 3 is also shown cut for clarity
• the housing 7a of the kick-down mechanism 7 m the pedal lever 3 is installed.
• the kick-down stop 7k is assigned to the pedal lever 3.
• Adjusting element 14 forming adjusting screw 14a is screwed into the holding structure 2 in the exemplary embodiment shown in FIG. If the pedal lever is 3 m from the kick-down angular position KD, then the kick-down stop 7k lies against the end of the adjusting screw 14a. That end the set screw 14a serves as a counter-stop 2k for the kick-down stop 7k.
• the adjustable stop 15 formed by the counter-stop 2k is assigned to the holding structure 2 and thus to the vehicle part 12.
• FIG. 4 shows a further, preferably selected, particularly advantageous exemplary embodiment.
• the accelerator pedal module 1 can also be designed in such a way that the adjusting screw 14a can be omitted and a thread, for example, is attached to the circumference of the housing 7a of the kick-down mechanism 7, as shown in FIG.
• the counter-stop 2k is located directly on the holding structure 2.
• the kick-down mechanism 7 forms the adjusting element 14, and the adjustable stop 15 is located at the front end of the pin 7b of the kick-down mechanism 7. This is done here the adjustment of the second electrical setting signal, while the pedal lever 3 is held in the kick-down angular position KD, by rotating the kick-down mechanism 7, which causes the adjustable stop 15 to be displaced.

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Citations (1)

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• 1999
  • 1999-08-21 DE DE19939809A patent/DE19939809A1/de not_active Withdrawn
• 2000
  • 2000-08-18 US US09/830,152 patent/US6805022B1/en not_active Expired - Fee Related
  • 2000-08-18 CZ CZ20011426A patent/CZ20011426A3/cs unknown
  • 2000-08-18 WO PCT/DE2000/002830 patent/WO2001014161A1/de not_active Application Discontinuation
  • 2000-08-18 EP EP00969191A patent/EP1121260A1/de not_active Ceased
  • 2000-08-18 JP JP2001518276A patent/JP2003507246A/ja active Pending

Patent Citations (1)

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