EP4116795B1 - Générateur de force réactive d'effort de manoeuvre d'embrayage - Google Patents

Générateur de force réactive d'effort de manoeuvre d'embrayage Download PDF

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Publication number
EP4116795B1
EP4116795B1 EP22174238.0A EP22174238A EP4116795B1 EP 4116795 B1 EP4116795 B1 EP 4116795B1 EP 22174238 A EP22174238 A EP 22174238A EP 4116795 B1 EP4116795 B1 EP 4116795B1
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EP
European Patent Office
Prior art keywords
cam
cam plate
reactive force
movement
face
Prior art date
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Active
Application number
EP22174238.0A
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German (de)
English (en)
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EP4116795A1 (fr
Inventor
Daisuke Naka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Suzuki Motor Corp
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Suzuki Motor Corp
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Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Publication of EP4116795A1 publication Critical patent/EP4116795A1/fr
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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
    • G05G1/46—Means, e.g. links, for connecting the pedal to the controlled unit

Definitions

  • the present invention generally relates to a clutch operation effort reactive force generator.
  • Vehicles which are designed to engage or disengage a clutch using an actuator, for example, in a MT (i.e., Manual Transmission) employing a clutch-by-wire system.
  • MT i.e., Manual Transmission
  • Pedal actuating mechanism which work to generate a simulated reactive force opposing the degree of effort on a clutch pedal using a mechanical spring (see JP 1996-161069 A )
  • the pedal actuating mechanism as taught in JP 1996-161069 A , is equipped with a bracket, an actuating pedal, and a return spring.
  • the actuating pedal is attached to the bracket to be swingable around a single-swing axis.
  • the actuating pedal starts to be depressed at an initial position and then moved to actuate a given operating member.
  • the actuating pedal is also swung and returned to the initial position in response to a reactive force exerted by the operating member.
  • the return spring is arranged to extend between a member attached to the bracket and the actuating pedal to urge or bias the actuating pedal to the initial position and hold the actuating pedal at the initial position.
  • the pedal actuating mechanism is also equipped with a biasing stopper working to stop exerting an opposing pressure, as produced by the spring, on the actuating pedal when the actuating pedal is depressed and moved over a preset intermediate position.
  • PATENT LITERATURE 1 JP 1996-161069 A ; US2005/252334 A1 relates to a pedal assembly.
  • US2991862 A relates to a foot operated control mechanism for a plural clutching assemblies.
  • the present invention was made in view of the above problem. It is an object of the invention to provide a clutch operation effort reactive force generator which develops a simulated reactive force as a function of the degree of effort exerted by a vehicle operator on a clutch pedal.
  • the present invention is to provide a clutch operation effort reactive force generator, as defined in the appended independent claim 1, which works to produce a reactive force as a function of an amount by which a clutch pedal is operated by an operator.
  • the clutch operation effort reactive force generator comprises: (a) a supporting member; (b) a cam follower which includes a cam plate and a contacting portion, the cam plate having a cam face and being disposed to be movable on the supporting member, the contacting portion being arranged to make contact with the cam face; and (c) a biasing member which is arranged between the cam follower and the cam plate and works to produce a biasing force to urge the cam follower and the cam plate away from each other in a direction of movement of the cam plate.
  • the movement of the cam plate causes a location of the contact between the contacting portion and the cam face to be changed to move the cam follower in the direction of movement of the cam plate.
  • the above structure enables the clutch operation effort reactive force generator to be reduced in size thereof, minimizes the volume of space for installation of the clutch operation effort reactive force generator, and is capable of developing a simulated reactive force as a function of an amount by which the clutch pedal is moved by the operator.
  • a clutch operation effort reactive force generator is designed to produce a reactive force as a function of an amount by which a clutch pedal is operated by an operator.
  • the clutch operation effort reactive force generator comprises: (a) a supporting member; (b) a cam follower which includes a cam plate and a contacting portion, the cam plate having a cam face and being disposed to be movable on the supporting member, the contacting portion being arranged to make contact with the cam face; and (c) a biasing member which is arranged between the cam follower and the cam plate and works to produce a biasing force to urge the cam follower and the cam plate away from each other in a direction of movement of the cam plate.
  • the movement of the cam plate causes a location of the contact between the contacting portion and the cam face to be changed to move the cam follower in the direction of movement of the cam plate.
  • the above structure enables the clutch operation effort reactive force generator to be reduced in size thereof, minimizes the volume of space for installation of the clutch operation effort reactive force generator, and is capable of developing a simulated reactive force as a function of an amount by which the clutch pedal is moved by the operator.
  • FIGS. 1 to 5 are views which illustrates the clutch operation effort reactive force generator in the embodiment.
  • a vertical, longitudinal, and lateral directions are based on the orientation of the clutch operation effort reactive force generator installed in a vehicle, such as an automobile.
  • the vertical, longitudinal, and lateral directions will also be referred to as a height-wise direction, a front-back direction, and a width-wise direction, respectively.
  • the vehicle 1 is equipped with the dashboard panel 2.
  • the engine compartment 2A in which an engine or a transmission, not shown, are mounted is arranged in front of the dashboard panel 2.
  • the passenger compartment 2B occupied by a driver and passengers is located in back of the dashboard panel 2.
  • the pedal bracket 3 is mounted on the dashboard panel 2.
  • the pedal bracket 3 has disposed thereon the clutch pedal 4 which is swingable in the longitudinal direction of the vehicle 1.
  • the transmission in this embodiment is implemented by a MT (Manual Transmission) and works to engage or disengage a clutch device, not shown, using an actuator.
  • MT Manual Transmission
  • the actuator operates or drives the clutch device as a function of the position of the clutch pedal 4 depressed by the driver of the vehicle 1.
  • the clutch pedal 4 is mechanically connected to the clutch device.
  • the vehicle 1 is equipped with the clutch operation effort reactive force generator 5.
  • the clutch operation effort reactive force generator 5 works to produce an imitation of a reactive force, in other words, a counterforce which is expected to be actually developed as a function of the amount by which the clutch pedal 4 is operated or depressed by the driver of the vehicle 1 (i.e., pedal-exerted load).
  • the clutch operation effort reactive force generator 5 includes the supporting member 10.
  • the supporting member 10 is secured to the dashboard panel 2.
  • the dashboard panel 2 has formed therein a through-hole, not shown, through which the supporting member 10 passes to have a front portion disposed inside the engine compartment 2A and a rear portion disposed inside the passenger compartment 2B.
  • the supporting member 10 includes the front bottom wall 10A, the front left side wall 10B, the front right side wall 10C, the rear left side wall 10D, and the rear right side wall 10E.
  • the front bottom wall 10A extends in the longitudinal direction of the vehicle 1.
  • the front left side wall 10B extends upward from a left end of front bottom wall 10A.
  • the front right wall 10C extends upward from a right end of the front bottom wall 10A.
  • the rear left side wall 10D extends rearward from a rear end of the front left side wall 10B.
  • the rear right side wall 10E extends rearward from a rear end of the front right side wall 10C.
  • the front left side wall 10B and the front right side wall 10C face each other in the lateral direction (i.e., the width-wise direction of the vehicle 1) and are shaped to be bilaterally symmetrical.
  • the rear left side wall 10D and the rear right side wall 10E face each other in the lateral direction and are shaped to be bilaterally symmetrical.
  • the rear right side wall 10E is located on the right side of the rear left side wall 10D, in other words, behind the rear left side wall 10D, as viewed in Fig. 3 .
  • the supporting member 10 is, as illustrated in Fig. 2 , equipped with the panel attachment 10F.
  • the panel attachment 10F is arranged on connections between the rear ends of the front left side wall 10B and the front right side wall 10C and the front ends of the rear left side wall 10D and the rear right side wall 10E.
  • the supporting member 10 has the front left side wall 10B and the front right side wall 10C arranged in front of the panel attachment 10F and also has the rear left side wall 10D and the rear right side wall 10E in back of the panel attachment 10F.
  • the panel attachment 10F has formed therein the through-hole 10h extending through a thickness of the panel attachment 10F.
  • the coil spring 17 functioning as a biasing member, as will be described later in detail, extends through the through-hole 10h.
  • the rear surface 10r of the panel attachment 10F is, as clearly illustrated in Fig. 1 , placed in direct contact with the front surface 2f of the dashboard panel 2.
  • the rear surface 10r is firmly fastened to the dashboard panel 2 using a plurality of bolts 6 (only one is shown in Fig. 2 ), thereby securing the supporting member 10 to the dashboard panel 2.
  • the supporting member 10 as can be seen in Figs. 2 and 3 , has the upper wall 10G.
  • the upper wall 10G connects between upper ends of the front left side wall 10B and the front right side wall 10C and extends substantially vertical at an inclined angle relative to the direction A in which the cam plate 13, which will be described later in detail, is moved.
  • the upper wall 10G is obliquely inclined relative to the direction A of the movement of the cam plate 13, in other words, extends forward from an upper end thereof obliquely downward to a lower end thereof.
  • the cam plate 13 is, as clearly illustrated in Fig. 4 , disposed in the supporting member 10.
  • the cam plate 13 is movable in the longitudinal direction relative to the supporting member 10.
  • the cam plate 13a has the joint groove 13a formed therein.
  • the joint groove 13a has a font end of the rod 14 joined thereto.
  • the pedal bracket 3 is, as can be seen in Fig. 1 , equipped with the rod support 3A to which the rear end of the rod 14 is joined.
  • the cam plate 13 is moved or thrust forward by the rod 14 upon depression of the clutch pedal 4.
  • the clutch pedal 4 is drawn by the rod 14 backward, so that it is returned back to a resting position thereof.
  • the cam plate 13 formed therein the elongated hole 13b extending in the longitudinal direction.
  • the pin 15 is disposed in the elongated hole 13b.
  • the pin 15 has a left end and a right end joined to the rear left side wall 10D and the rear right side wall 10E, respectively.
  • the elongated hole 13b is shaped to have a vertical dimension which is slightly larger than the diameter of the pin 15, thereby ensuring the stability in longitudinal smooth movement of the cam plate 13 relative to the supporting member 10 without oscillating in the vertical direction.
  • the supporting member 10 is equipped with the cam follower 16.
  • the cam follower 16 is movable along the upper wall 10G.
  • the cam follower 16 includes the cam follower body 16A, the roller shaft 16a firmly secured to the cam follower body 16A, and the roller 16B retained by the roller shaft 16a to be rotatable.
  • the roller 16B works as a rotating member and will also be referred to below as a contacting portion.
  • the cam plate 13 has the cam face 13A formed on an upper surface thereof.
  • the roller 16B is placed in contact with the cam face 13A.
  • the cam face 13A extends substantially in the direction A of movement of the cam plate 13.
  • the direction A is identical with the longitudinal direction of the vehicle 1.
  • the direction A of movement of the cam plate 13 is also identical with a direction in which the axis line 14a of the rod 14 extends.
  • the cam face 13A includes the convex cam face 13c.
  • the cam plate 13 has a length with the front end 13f and the rear end 13r which are opposed to each other in the direction A of movement of the cam plate 13.
  • the front end 13f is located closer to the cam follower 16 than the rear end 13r is.
  • the convex cam surface 13c extends from the front end 13f toward the rear end 13r and gradually protrudes in a direction perpendicular to the direction A of movement of the cam plate 13.
  • the cam face 13A also includes the first S-shaped cam face 13d and the second S-shaped cam face 13e.
  • the first S-shaped cam face 13d extends from the top 13t of the convex cam face 13c toward the rear end 13r of the cam plate 13 and is gently curved downward from the top 13t in a direction substantially perpendicular to the direction A of movement of the cam plate 13.
  • the second S-shaped cam face 13e extends from the lowest point or bottom 13p of the first S-shaped cam face 13d toward the rear end 13r of the cam plate 13 and is gently curved upward from the bottom 13p in a direction perpendicular to the direction A of movement of the cam plate 13.
  • a combination of the first S-shaped cam face 13d and the second S-shaped cam face 13e will also be referred to below as a concave cam face which is recessed gradually in a direction (i.e., inward direction) perpendicular to the direction A.
  • the front end 13f of the cam plate 13 will also be referred to below as a first end of the cam plate 13, while the rear end 13r will also be referred to below as a second end of the cam plate 13 opposed to the first end in a direction of movement of the cam plate 13.
  • the roller 16B is located to be lower than the top 13t of the convex cam face 13c and higher than the bottom 13p of the first S-shaped cam face 13d.
  • the bottom 13p is the deepest portion of the first S-shaped cam face 13d.
  • the coil spring 17 is disposed between the cam follower 16 and the cam plate 13.
  • the coil spring 17 has a front end placed in contact with the cam follower body 16A and a rear end placed in contact with the spring-bearing portion 13B provided on a rear end portion of the cam plate 13.
  • the coil spring 17 is made of a double-coil spring including the outer coil spring 17A and the inner coil spring 17B disposed inside the outer coil spring 17A.
  • the coil spring 17 produces a biasing pressure to urge the cam follower 16 and the cam plate 13 away from each other in the direction A of movement of the cam plate 13.
  • the clutch operation effort reactive force generator 5 works to change an amount by which the coil spring 17 is compressed as a function of a location of contact of the roller 16B with the cam face 13A during longitudinal movement of the cam plate 13 when the clutch pedal 4 is being depressed or released back to the resting position, thereby developing a simulated reactive force opposing the movement of the clutch pedal 4 and exerting it on the clutch pedal 4.
  • the supporting member 10 includes the resinous friction members 18 and 19.
  • the friction member 18 is disposed between the front bottom wall 10A of the supporting member 10 and the cam plate 13.
  • the friction member 18 has the fitting protrusions 18a formed on a surface thereof which faces the front bottom wall 10A of the friction member 18.
  • the front bottom wall 10A has formed therein the fitting grooves 10a in which the fitting protrusions 18a are fit.
  • the friction member 18 is held from moving in the longitudinal direction in which the front bottom wall 10A extends.
  • the friction member 18 frictionally contacts the cam plate 13 when the cam plate 13 is moved in the longitudinal direction.
  • the friction member 18 will also be referred to below as a first friction member.
  • the friction member 19 is disposed between the upper wall 10G of the supporting member 10 and the cam follower body 16A.
  • the friction member 19 is inclined relative to the direction in which the cam plate 13 moves. Specifically, the friction member 19 is obliquely oriented to have the upper end 19b facing the cam plate 13 in the direction A of movement of the cam plate 13 and the lower end 19c facing away from the cam plate 13 in the direction A of movement of the cam plate 13.
  • the friction member 19 has the fitting protrusions 19a formed on a surface thereof which faces the upper wall 10G.
  • the upper wall 10G has formed in an inner wall thereof the fitting grooves 19b in which the fitting protrusions 19a are fit.
  • the friction member 19 is held from moving in a direction of inclination of the upper wall 10G.
  • the friction member 19 frictionally contacts the cam follower 16.
  • the friction member 19 will also be referred to below as a second friction member.
  • the cover member 20 is arranged in front of the supporting member 10.
  • the cover member 20 is, as clearly illustrated in Fig. 1 , arranged away from the dashboard panel 2 within the engine compartment 2A and covers the supporting member 10 from outside it.
  • the vehicle 1 is equipped with a position sensor, not shown, which detects a position of the clutch pedal 4, in other words, an amount by which the clutch pedal 4 is operated.
  • the position sensor works to detect a depressed position of the clutch pedal 4, i.e., an amount by which the cam plate 13 is moved and output a signal indicative thereof to a controller, not shown.
  • the controller analyzes the output from the position sensor to control an operation of the actuator to engage or disengage the clutch device.
  • the roller 16B travels from the top 13t of the convex cam face 13c to the bottom 13p of the first S-shaped cam face 13d in contact with the first S-shaped cam face 13d, in other words, the roller 16B moves downward along the first S-shaped cam face 13d.
  • roller 16B moves along the first S-shaped cam face 13d, it causes the cam follower 16 to move obliquely downward, forward along the friction member 19 away from the rod 14 in the direction A of movement of the cam plate 13, thereby decreasing the amount by which the coil spring 17 is compressed.
  • the above movement of the cam follower 16 regulates the amount of compression of the coil spring 17, which develops a mechanical pressure as a function of the amount of compression of the coil spring 17 and exerts it to the clutch pedal 4 as a simulated counter force.
  • the degree of effort exerted on the clutch pedal 4 when the clutch pedal 4 is released by the driver of the vehicle 1 is usually lower than that when the clutch pedal 4 is depressed by the driver, thus, as represented in Fig. 5 , resulting in hysteresis of the reactive force acting on the clutch pedal 4.
  • the above hysteresis causes the clutch operation effort reactive force generator 5 to produce a higher degree of reactive force during the depression of the clutch pedal 4 and a lower degree of reactive force during the release of the clutch pedal 4.
  • the clutch operation effort reactive force generator 5 in this embodiment is, as described above, equipped with the supporting member 10, the cam face 13A, the cam plate 13 which is arranged in the supporting member 10 to be movable, and the cam follower 16 which is movable in the supporting member.
  • the cam follower 16 is equipped with the roller 16B which is arranged in contact with the cam face 13A.
  • the clutch operation effort reactive force generator 5 is also equipped with the coil spring 17 which is disposed between the cam follower 16 and the cam plate 13 and generates a biasing force which urges the cam follower 16 and the cam plate 13 away from each other in the direction A in which the cam plate 13 is moved.
  • the movement of the cam plate 13 results in a change in location of contact between the roller 16B and the cam face 13A to move the cam follower 16 in the direction A of the movement of the cam plate 13.
  • the clutch operation effort reactive force generator 5 works to change the amount by which the coil spring 17 is compressed as a function of the distance by which the cam plate 13, i.e., the cam follower 16 is moved and apply, to the clutch pedal 4, a reactive force which resists the operation of the clutch pedal 4 and is developed as a function of the amount of the compression of the coil spring 17.
  • the configuration of the cam face 13A of the cam plate 13 may be changed to control the distance by which the cam follower 16 moves in the direction A of movement of the cam plate 13, thereby regulating the degree of reactive force produced by the coil spring 17 to a desired level.
  • the clutch operation effort reactive force generator 5 is capable of creating a simulated reactive force as a function of the amount by which the clutch pedal 4 is operated by the driver of the vehicle 1 and providing the driver with a comfortable feeling of operation of the clutch pedal 4.
  • the cam plate 13 is shaped to have the cam face 13A.
  • the cam follower 16 is equipped with the roller 16B riding directly on the cam face 13A. This eliminates the need for an additional biasing mechanism required in the prior art structure, thereby enabling the clutch operation effort reactive force generator 5 to be reduced in size thereof, which leads to a decreased volume of space for installation of the clutch operation effort reactive force generator 5.
  • the supporting member 10, the cam plate 13, the cam follower 16, and the coil spring 17 constitute the clutch operation effort reactive force generator 5, thereby simplifying the structure of the clutch operation effort reactive force generator 5.
  • the clutch pedal 4 is joined to the cam plate 13 through the rod 14, thereby facilitating transmission of the simulated reactive force from the clutch operation effort reactive force generator 5 to the clutch pedal 4.
  • the clutch operation effort reactive force generator 5 in this embodiment has the cam face 13A shaped to have the convex cam face 13c which extends from the front end 13f of the cam plate 13 facing the cam follower 16 toward the rear end 13r and protrudes gradually in a direction perpendicular to the direction A of movement of the cam plate 13.
  • the cam face 13A also has the first S-shaped cam face 13d which extends from the top 13t of the convex cam face 13c toward the rear end 13r of the cam plate 13 and is curved gently downward from the top 13t in a direction perpendicular to the direction A of movement of the cam plate 13.
  • the roller 16B makes contact with the convex cam face 13c upon start of depression of the clutch pedal 4, thereby producing the reactive force whose level, as demonstrated in Fig. 5 , increases gradually.
  • the roller 16B is also moved from the convex cam face 13c to the first S-shaped cam face 13d in contact therewith, thereby gradually decreasing the degree of reactive force acting on the clutch pedal 4.
  • the clutch operation effort reactive force generator 5 works to produce the reactive force which gradually increases in the early half or first half (i.e., W1 in Fig. 5 ) from start of depression of the clutch pedal 4 to approximately half of the total amount by which the clutch pedal 4 is depressed (i.e., total amount of stroke of the clutch pedal 4), and also produce the reactive force which gradually decreases in the last half or second half (i.e., W2 to W3 in Fig. 5 ) of the depression of the clutch pedal 4.
  • the clutch operation effort reactive force generator 5 also works to produce a first level of reactive force in the first half of the release of the clutch pedal 4.
  • the first level of reactive force is lower than that during the second half of the depression of the clutch pedal 4. The enables the driver of the vehicle 1 to physically feel the sense of release of the clutch pedal 4.
  • the clutch operation effort reactive force generator 5 in this embodiment also has the supporting member 10 equipped with the friction member 18 and the friction member 19.
  • the friction member 18 is disposed between the supporting member 10 and the cam plate 13 and makes frictional contact with the cam plate 13 during movement of the cam plate 13.
  • the friction member 19 is arranged between the supporting member 10 and the cam follower 16 and makes frictional contact with the cam follower 16 during movement of the cam follower 16.
  • the clutch operation effort reactive force generator 5 in this embodiment has the friction member 19 inclined relative to the direction A of movement of the cam plate 13 to have the upper end 19b facing the cam plate 13 and the lower end 19c facing away from the cam plate 13.
  • the upward movement of the cam follower 16 results in inclination of the coil spring 17 relative to the direction A of movement of the cam plate 13.
  • the inclination of the coil spring 17 during the movement of the cam plate 13 may, however, be minimized by increasing the inclination of the friction member 19 relative to the direction A of movement of the cam plate 13, thereby achieving a smooth movement of the clutch pedal 4 and ensuring the durability of the coil spring 17.
  • the inclination of the friction member 19 relative to the direction A of movement of the cam plate 13 also avoids an increase in dimension of the supporting member 10 in a direction perpendicular to the direction A of movement of the cam plate 13, thereby enabling the clutch operation effort reactive force generator 5 to be reduced in size thereof.
  • the inclination of the friction member 19 relative to the direction A of movement of the cam plate 13 also results in an increased level of pressure acting on a surface-to-surface contact between the cam follower 16 and the friction member 19, thereby increasing the hysteresis of the reactive force between the depression and release of the clutch pedal 4.
  • the clutch operation effort reactive force generator 5 in this embodiment has the friction member 18 and the friction member 19 made from resin material.
  • the resin material usually has a smooth or slick surface, is excellent in wear resistance, and has an even coefficient of friction.
  • the use of resin material thus, minimizes the mechanical wear of the surfaces of the friction members 18 contacting the cam plate 13 and the cam follower 16, respectively, as compared with metallic material.
  • the clutch operation effort reactive force generator 5 has the cam follower 16 equipped with the roller 16B arranged to be rotatable in contact with the cam face 13A.
  • the above structure minimizes the mechanical wear of the cam face 13A of the cam plate 13, thereby improving the durability of the cam plate 13 and keeping the level of the reactive force resisting the movement of the clutch pedal 4 at a constant level. This enables the driver of the vehicle 1 to feel a suitable level of the reactive force for a long period of time.
  • the clutch operation effort reactive force generator 5 has the cam plate 13 connected to the clutch pedal 4 through the rod 14, but however, the cam plate 13 may alternatively be joined directly to the clutch pedal 4.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Mechanical Control Devices (AREA)

Claims (5)

  1. Générateur de force réactive d'effort de manoeuvre d'embrayage (5) qui fonctionne pour produire une force réactive en fonction d'une quantité selon laquelle une pédale d'embrayage (4) est actionnée par un opérateur, comprenant :
    un élément de support (10) ;
    un galet de came (16) qui comprend une plaque de came (13) et une partie de contact (16B), la plaque de came (13) ayant une face de came (13A) et étant disposée de façon à être mobile sur l'élément de support (10), la partie de contact (16B) étant agencée de façon à venir en contact avec la face de came (13A) ; et
    un élément de sollicitation (17) qui est agencé entre le galet de came (16) et la plaque de came (13) et qui fonctionne pour produire une force de sollicitation pour pousser le galet de came (16) et la plaque de came (13) l'un à l'opposé de l'autre dans une direction de déplacement de la plaque de came (13), dans lequel
    le déplacement de la plaque de came (13) entraîne un changement d'emplacement du contact entre la partie de contact (16B) et la face de came (13A) pour déplacer le galet de came (16) dans la direction de déplacement de la plaque de came (13), caractérisé en ce que
    l'élément de support comprend un premier élément de frottement (18) et un second élément de frottement (19), le premier élément de frottement (18) étant disposé entre l'élément de support (10) et la plaque de came (13), le second élément de frottement (19) étant disposé entre l'élément de support (10) et le galet de came (16),
    le premier élément de frottement (18) vient en contact par frottement avec la plaque de came (13) pendant le déplacement de la plaque de came (13), et
    le second élément de frottement (19) vient en contact par frottement avec le galet de came (16) pendant le déplacement du galet de came (16).
  2. Générateur de force réactive d'effort de manoeuvre d'embrayage selon la revendication 1, dans lequel la face de came (13A) comprend une face de came convexe (13c) et une face de came concave (13d, 13e), la face de came convexe (13c) s'étendant à partir d'une première partie d'extrémité (13f) de la plaque de came (13) qui est située à proximité du galet de came (16) vers une seconde partie d'extrémité (13r) de la plaque de came (13) tournée à l'opposé du galet de came (16) dans la direction de déplacement de la plaque de came (13), la face de came convexe (13c) faisant progressivement saillie dans une direction perpendiculaire à la direction de déplacement de la plaque de came (13), la face de came concave (13d, 13e) s'étendant à partir d'un sommet de la face de came convexe (13c) vers la seconde partie d'extrémité de la plaque de came (13) dans la direction de déplacement de la plaque de came (13), la face de came concave (13d, 13e) étant progressivement en retrait dans une direction perpendiculaire à la direction de déplacement de la plaque de came (13).
  3. Générateur de force réactive d'effort de manoeuvre d'embrayage selon la revendication 1, dans lequel le second élément de frottement (19) est incliné par rapport à la direction de déplacement de la plaque de came (13) pour présenter une extrémité supérieure (19b) qui est tournée vers la plaque de came (13) dans la direction de déplacement de la plaque de came (13).
  4. Générateur de force réactive d'effort de manoeuvre d'embrayage selon la revendication 1 ou 3, dans lequel le premier élément de frottement (18) et le second élément de frottement (19) sont réalisés à partir de matériau de résine.
  5. Générateur de force réactive d'effort de manoeuvre d'embrayage selon l'une quelconque des revendications 1 à 4, dans lequel la partie de contact (16B) est constituée d'un rouleau qui est rotatif en contact avec la face de came (13A).
EP22174238.0A 2021-07-08 2022-05-19 Générateur de force réactive d'effort de manoeuvre d'embrayage Active EP4116795B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2021113537A JP2023009890A (ja) 2021-07-08 2021-07-08 クラッチ操作反力発生装置

Publications (2)

Publication Number Publication Date
EP4116795A1 EP4116795A1 (fr) 2023-01-11
EP4116795B1 true EP4116795B1 (fr) 2024-03-06

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US2991862A (en) * 1959-06-19 1961-07-11 Int Harvester Co Foot operated control mechanism for plurality of clutch assemblies
JPH08161069A (ja) 1994-12-02 1996-06-21 Toyota Motor Corp 操作ペダル装置
CA2296612A1 (fr) * 1999-01-20 2000-07-20 Joe Talarico Actionneur d'embrayage
DE10104665A1 (de) * 2001-02-02 2002-08-22 Zf Sachs Ag Ausrückvorrichtung
US7503235B2 (en) * 2004-05-14 2009-03-17 Intier Automotive Closures Inc. Pedal assembly
FR3079632B1 (fr) * 2018-03-30 2020-03-06 Valeo Embrayages Systeme de generation d'effort pour pedale de commande

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JP2023009890A (ja) 2023-01-20

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