JP2019172127A - Accelerator pedal - Google Patents

Abstract

To provide an accelerator pedal device which allows a driver to clearly recognize an operation state without feeling strange even in starting of pressing the accelerator pedal.SOLUTION: An accelerator pedal comprises: a pedal plate which is pressed by a driver; and an intermediate arm which operates in linkage with the pedal plate pressed by the driver. The accelerator pedal comprises a spring interposed between the pedal plate and the intermediate arm, and a spring interposed between the intermediate arm and a floor panel. These springs have a different elastic modulus respectively. By comprising springs having the different elastic modulus, the accelerator pedal provides change of a relationship of reaction force to depression stroke between when a driver presses the pedal plate in a range of depression stroke St1 or smaller and when driver presses the pedal plate stronger than depression stroke St1.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an accelerator pedal, and more particularly to an accelerator pedal as an interface when a driver performs output control of a power source in a vehicle.

  The output of the engine or motor, which is the power source of the vehicle, is controlled according to the accelerator pedal depression stroke by the driver. Thus, the accelerator pedal as an interface that receives the driver's input is required to have an operation feeling that makes it difficult for the driver to feel uncomfortable.

  Specifically, when the driver operates the accelerator pedal, the reaction force applied to the driver is very important feedback from the viewpoint of preventing accidents such as sudden start and reducing driver fatigue. Information.

  Patent Document 1 discloses a technique related to a reaction force when a driver operates an accelerator pedal. That is, in Patent Document 1, a first reaction force is generated from the initial step of the accelerator pedal to a predetermined step, and a second reaction force stronger than the first reaction force is generated from the predetermined step to the end. A mechanism is disclosed.

JP 2014-193688 A

  However, in the conventional technology including the technology disclosed in Patent Document 1, there is room for improvement in the reaction force fed back to the driver at the initial step when the driver starts to depress the accelerator pedal. That is, the driver is required to pay close attention when starting the vehicle. For this reason, in particular, at the initial step of the stepping, the driver seeks clear feedback information from the accelerator pedal without any discomfort.

  The present invention has been made to solve the above-described problems, and can be used to clearly recognize the operation state without causing the driver to feel uncomfortable even in the initial step. The purpose is to provide.

  An accelerator pedal according to one aspect of the present invention is provided between an accelerator pedal body attached to a vehicle body and used for a driver of a vehicle, and between the vehicle body and the accelerator pedal body. When the accelerator pedal body is depressed within a range of a predetermined stroke or less, a reaction force is applied to the accelerator pedal body with a first elastic coefficient, and the driver pushes the accelerator pedal body from the predetermined stroke. And a reaction force adding portion that applies a reaction force to the accelerator pedal body with a second elastic coefficient different from the first elastic coefficient when the pedal is depressed within a large range.

  The accelerator pedal according to the above aspect is configured such that the reaction force characteristic (relationship of the reaction force with respect to the depression stroke) added by the reaction force adding unit changes depending on whether the depression stroke of the driver is larger than the predetermined stroke. Has been. As a result, the accelerator pedal according to the above aspect allows the driver to clearly recognize the predetermined stroke without a sense of incongruity due to a change in the reaction force characteristic.

  The accelerator pedal according to another aspect of the present invention further includes an intermediate displacement element that is displaced in conjunction with the accelerator pedal body in accordance with a stepping stroke of the accelerator pedal body by the driver according to the above aspect. The additional portion is provided between the accelerator pedal body and the intermediate displacement element, provided between the first elastic body having the first elastic coefficient, the intermediate displacement element and the vehicle body, A second elastic body having an elastic modulus of 2.

  In the accelerator pedal according to the above aspect, the reaction force adding portion is configured to have the first elastic body and the second elastic body having different elastic coefficients, so that the stepping stroke is a predetermined stroke with a simple configuration and low cost. Thus, the reaction force characteristics change, and the driver can clearly recognize the predetermined stroke without a sense of incongruity.

  In the accelerator pedal according to another aspect of the present invention, in the above aspect, the first elastic body and the second elastic body are each a spring.

  In the accelerator pedal according to the above aspect, since the first elastic body and the second elastic body are constituted by springs, the relationship of the reaction force with respect to the stepping stroke in each can be set precisely.

  The accelerator pedal according to another aspect of the present invention is the accelerator according to the above aspect, wherein the second elastic coefficient is smaller than the first elastic coefficient, and the second elastic body is in the state in which a set load is applied. It is inserted between the displacement element and the vehicle body.

  In the accelerator pedal according to the above aspect, the second elastic body has a second elastic coefficient smaller than the first elastic coefficient of the first elastic body, but the second elastic body is inserted with a set load applied thereto. Therefore, the second elastic body is suppressed from being compressed in a state where the first elastic body is compressed. Thus, in the accelerator pedal according to the above aspect, the change in the reaction force characteristic in a predetermined stroke can be more clearly recognized by the driver.

  The “set load” in the above is added so that the elastic body (spring, rubber, etc.) is shorter than its natural length when the accelerator pedal body is not substantially depressed by the driver. It refers to the compressive load.

  The accelerator pedal which concerns on another aspect of this invention is the said aspect. WHEREIN: The said reaction force addition part further has a buffer provided between the said accelerator pedal main body and the said intermediate displacement element.

  In the accelerator pedal according to the above aspect, since the reaction force addition unit has a shock absorber, the change in the reaction force characteristic after the stepping stroke reaches the predetermined stroke can be made smooth, and high quality in the accelerator pedal can be achieved. It is superior to demonstrate.

  The accelerator pedal according to another aspect of the present invention, in the above aspect, includes a first intermediate displacement element and a second intermediate displacement element, each of which is displaced in conjunction with the accelerator pedal body according to a depression stroke of the accelerator pedal body by the driver. An intermediate displacement element, wherein the reaction force adding portion is provided between the accelerator pedal body and the first intermediate displacement element, and has a first elastic body having the first elastic coefficient, 2 provided between the intermediate displacement element and the vehicle body, provided between the second elastic body having the second elastic coefficient, the first intermediate displacement element and the second intermediate element, and the first And a third elastic body having a third elastic coefficient larger than the second elastic coefficient.

  Since the accelerator pedal according to the above aspect includes the reaction force addition section having the first elastic body, the second elastic body, and the third elastic body, the driver clearly recognizes the change in the reaction force characteristics in multiple stages. Can be made.

  In an accelerator pedal according to another aspect of the present invention, in the above aspect, the first elastic body, the second elastic body, and the third elastic body are each a spring.

  In the accelerator pedal according to the above aspect, the first elastic body, the second elastic body, and the third elastic body are each constituted by a spring, so that the relationship of the reaction force with respect to the stepping stroke in each can be set precisely.

  In the accelerator pedal according to another aspect of the present invention, in the above aspect, the second elastic coefficient is smaller than the first elastic coefficient, and the third elastic coefficient is larger than the second elastic coefficient. The second elastic body is interposed between the second intermediate displacement element and the vehicle body in a state where a set load is applied, and the third elastic body is in a state where the set load is applied. And is interposed between the first intermediate displacement element and the second intermediate displacement element.

  In the accelerator pedal according to the above aspect, the second elastic coefficient of the second elastic body is smaller than the first elastic coefficient of the first elastic body, and the third elastic coefficient of the third elastic body is the second elastic body. Although the second elastic body is larger than the second elastic coefficient, the second elastic body and the third elastic body are inserted with the set load applied thereto, so that the first elastic body is compressed, The compression of the second elastic body and the third elastic body is suppressed, and the compression of the second elastic body is suppressed in a state where the third elastic body is compressed. Thus, in the accelerator pedal according to the above aspect, the change in the reaction force characteristic in a predetermined stroke can be more clearly recognized by the driver.

  With the accelerator pedal according to each of the above aspects, the operating state can be clearly recognized without causing the driver to feel uncomfortable even in the initial depression stage.

1 is a schematic diagram illustrating a schematic configuration of a vehicle according to a first embodiment. It is a control block diagram which shows the control structure which concerns on the engine control which engine control ECU performs. It is a schematic diagram which shows the structure of an accelerator pedal. It is a flowchart which concerns on engine control which engine control ECU performs. It is a characteristic view which shows the reaction force to a driver | operator with respect to the depression stroke of an accelerator pedal, and an engine output. It is a schematic diagram which shows the structure of the accelerator pedal with which the vehicle which concerns on Embodiment 2 is provided. It is a characteristic view which shows the reaction force to a driver | operator with respect to the depression stroke of the accelerator pedal in the vehicle which concerns on Embodiment 2, and an engine output. It is a schematic diagram which shows the structure of the accelerator pedal with which the vehicle which concerns on Embodiment 3 is provided. FIG. 10 is a characteristic diagram showing a reaction force to a driver and an engine output with respect to a depression stroke of an accelerator pedal in a vehicle according to a third embodiment. It is a schematic diagram which shows the structure of the accelerator pedal with which the vehicle which concerns on Embodiment 4 is provided. FIG. 10 is a characteristic diagram showing a reaction force to a driver and an engine output with respect to a depression stroke of an accelerator pedal in a vehicle according to a fourth embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The form described below is one embodiment of the present invention, and the present invention is not limited to the following form except for the essential configuration.

[Embodiment 1]
1. Schematic Configuration of Vehicle 1 A schematic configuration of a vehicle according to the present embodiment will be described with reference to FIG.

  As shown in FIG. 1, the vehicle 1 includes an engine 2 as a power source. In the present embodiment, a multi-cylinder gasoline engine is employed as an example of the engine 2.

  An intake passage for sending air into the combustion chamber of the engine 2 is connected to the engine 2, and a throttle valve 18 is attached to the intake passage. A throttle actuator 19 that opens and closes the valve is connected to the throttle valve 18.

  A transmission 3 is connected to the engine 2, and a propeller shaft 4 extends from the transmission 3.

  The rear end portion of the propeller shaft 4 is connected to the differential gear 5. A drive shaft 6 extends from the differential gear 5 in the vehicle width direction, and a left rear wheel 7 and a right rear wheel 8 are attached to the left and right.

  A tie rod 11 extending from the steering actuator 10 in the vehicle width direction is provided on the front side of the vehicle 1, and a left front wheel 12 and a right front wheel 13 are attached to the left and right. The operation actuator 10 is connected to the steering wheel 9 in the vehicle interior. The steering actuator 10 drives the tie rod 11 in conjunction with the steering of the steering wheel 9 by the driver.

  An accelerator pedal 14, a brake pedal 15, a shift device 16, and a parking brake 17 that are operated by the driver are also provided in the passenger compartment of the vehicle 1.

  Further, the vehicle 1 is provided with an engine control ECU (power source control controller) 20 that performs control of the engine 2 including the throttle actuator 19 and a transmission control ECU 21 that performs control of the transmission 3.

  The engine control ECU 20 and the transmission control ECU 21 each have a microprocessor composed of a CPU, a ROM, a RAM, and the like. From each part including the accelerator pedal 14, the brake pedal 15, the shift device 16, and the parking brake 17. Is received and control is executed.

2. Control Configuration Centering on Engine Control ECU 20 A configuration related to control centering on engine control ECU 20 will be described with reference to FIG. FIG. 2 is a control block diagram showing a control configuration relating to engine control executed by the engine control ECU 20.

  As shown in FIG. 2, the engine control ECU 20 includes a vehicle speed sensor 22, an atmospheric pressure sensor 23, an accelerator sensor 24, a brake switch sensor 25, an engine speed sensor 26, a crank angle sensor 27, a negative pressure sensor 28, and an inclination angle sensor. 29, a road surface μ sensor 30, an outside air temperature sensor 31, a yaw rate sensor 32, and the like are connected. Information is sequentially input from the sensors 22 to 32 to the engine control ECU 20 when the vehicle 1 is key-on.

  The engine control ECU 20 is connected to the spark plug 33 and the fuel injection valve 34 of the engine 2 in addition to the throttle actuator 19. The engine control ECU 20 executes each control of the throttle actuator 19, the ignition plug 33, and the fuel injection valve 34 based on the input information from the various sensors 22 to 32 as described above.

3. Configuration of Accelerator Pedal 14 The configuration of the accelerator pedal 14 will be described with reference to FIG. FIG. 3 is a schematic diagram showing the configuration of the accelerator pedal 14 from the side.

  As shown in FIG. 3, the accelerator pedal 14 according to the present embodiment includes a tread plate portion (accelerator pedal body) 140, an intermediate arm (intermediate displacement element) 141, a spring (first elastic body) 142, and a damper (buffer). Instrument) 143 and a spring (second elastic body) 144. The tread board 140 is a part that the driver operates with his / her foot, and is rotatable with respect to the floor panel 35 around a fulcrum Ax140. Although not shown in detail, the tread plate portion 140 is restricted so as not to exceed a predetermined opening degree θ1 (a predetermined angle with respect to the floor panel 35).

  In the accelerator pedal 14 according to the present embodiment, the spring 142 and the spring 144 constitute a reaction force adding portion.

  The intermediate arm 141 is supported at one end in the longitudinal direction with respect to the tread plate 140. That is, the intermediate arm 141 is rotatable about the fulcrum Ax 141 with respect to the tread plate portion 140. The spring 142 and the damper 143 are interposed between the tread plate portion 140 and the intermediate arm 141. In the present embodiment, the spring 142 is attached to the tip of the intermediate arm 141 (the end opposite to the fulcrum Ax 141).

  The spring 144 is interposed between the intermediate arm 141 and the floor panel 35. In the accelerator pedal 14 according to the present embodiment, the spring 144 has a lower spring constant than the spring 142. The spring 144 is compressed with a predetermined load (a set load is applied) between the intermediate arm 141 and the floor panel 35 even in an initial state (a state where the driver does not step on the tread plate portion 140). State). That is, when the driver does not depress the tread plate portion 140 and the floor panel 35 and the tread plate portion 140 are at an angle θ1, the spring inserted between the intermediate arm 141 and the floor panel 35. The length L1 of 144 is shorter than the natural length of the spring 144.

  The spring 142 and the spring 144 are both compression coil springs.

  As shown in FIG. 3, an accelerator sensor 24 that detects an angle of the intermediate arm 141 with respect to the floor panel 35 as a stepping stroke of the accelerator pedal 14 is attached to the accelerator pedal 14. As described with reference to FIG. 2, the accelerator sensor 24 transmits detection information regarding the detected depression stroke to the engine control ECU 20.

4). The reaction force and engine output control when the driver depresses the accelerator pedal 14 are shown in the figure for the reaction force against the driver and the engine output control by the engine control ECU 20 when the driver depresses the accelerator pedal 14 (stepping plate portion 140). 4 and FIG. FIG. 4 is a flowchart relating to engine control executed by the engine ECU 20, and FIG. 5 is a characteristic diagram showing a reaction force to the driver with respect to the depression stroke of the accelerator pedal 14 and an engine output.

  As shown in FIG. 4, when the key is turned on, the engine control ECU 20 starts reading signals (detection information) sent from the various sensors 22 to 32 (step S1). The signal reading by the engine control ECU 20 is sequentially executed while the key is on.

  Next, as shown in FIG. 5, when the driver starts stepping on the tread plate portion 140, a reaction force proportional to the stepping stroke is applied to the driver until the stepping stroke reaches St1. That is, while the stepping stroke increases from “0” to “St1”, a reaction force that monotonously increases from “0” to “Rf1” is added to the driver.

  Here, in the section A from the start of the stepping on the tread plate 140 by the driver to the stroke “St1”, the spring 142 inserted between the tread plate 140 and the intermediate arm 141 is compressed (FIG. 3). See). During this time, since a set load is applied to the spring 144, the spring 144 is not substantially compressed.

  As shown in the lower part of FIG. 5, in the section A where the stepping stroke ranges from “0” to “St1” (step S <b> 2 in FIG. 4: No), the detection information from the accelerator sensor 24 to the engine control ECU 20. Is not input, no signal is output to the throttle actuator 19, the spark plug 33, and the fuel injection valve 34, and the engine 2 is maintained in an idling state (step S4 in FIG. 4). That is, the section A is provided as a “play area” in the accelerator pedal device 100 according to the present embodiment.

  As shown in FIG. 5, in the section where the stepping stroke of the stepping plate part 140 by the driver is from “St1” to “St2”, the degree of increase in the reaction force with respect to the degree of increase in the stepping stroke gradually decreases as the stepping stroke increases. That is, a reaction force is applied so as to change in a quadratic curve. In the present embodiment, the stepping stroke “St1” is a changing point at which the relationship of increase / decrease in the reaction force with respect to the stepping stroke changes.

  Then, as shown in the lower part of FIG. 5, when the stepping stroke becomes larger than “St1” (step S2 in FIG. 4: Yes), detection information from the accelerator sensor 24 to the engine control ECU 20 is input. Thus, the output of the engine 2 is increased by the signal output to the throttle actuator 19, the spark plug 33, and the fuel injection valve 34 (step S3 in FIG. 4).

  5 is a section where the damper 143 is compressed after the spring 142 is completely compressed. The section where the stepping stroke is “St1” to “St2” shown in FIG. Here, the damping rate of the damper 143 in the accelerator pedal 14 is regulated so as to contract in a section after the spring 142 is fully contracted until the spring 144 starts to contract.

  As shown in FIG. 5, in a section where the stepping stroke of the tread plate 140 by the driver is larger than “St2”, the spring 144 is compressed and monotonically increases from “Rf1” to “Rf2” in proportion to the stepping stroke. Increasing reaction force is added to the driver.

  The set load applied to the spring 144 is set to match the reaction force RF2 in FIG.

  Then, as shown in the lower part of FIG. 5, in the section where the stepping stroke is larger than “St2”, the engine control ECU 20 outputs signals to the throttle actuator 19, the spark plug 33, and the fuel injection valve 34. Accordingly, the control is executed so that the output of the engine 2 gradually increases from Pw1 in accordance with the depression stroke of the accelerator pedal 14.

5. Effect In the accelerator pedal 14 according to the present embodiment, the reaction force characteristic (relationship of the reaction force with respect to the depression stroke) added by the reaction force addition unit having the springs 142 and 144 depends on whether or not the depression stroke of the driver is larger than St1. ) Is configured to change. As a result, the accelerator pedal 14 according to the present embodiment makes it possible for the driver to clearly recognize that the stepping stroke has reached St1 due to a change in the reaction force characteristics without any sense of incongruity.

  In addition, since the accelerator pedal 14 according to the present embodiment includes the reaction force adding portion having the spring 142 and the spring 144 having different elastic coefficients, when the stepping stroke reaches St1 with a simple configuration and low cost. By changing the reaction force characteristic, it is possible to clearly recognize the driver that the stepping stroke has reached St1 (the output of the engine 2 is started) without a sense of incongruity.

  In the accelerator pedal 14 according to the present embodiment, the elastic coefficient of the spring 144 is smaller than the elastic coefficient of the spring 142, but the spring 144 is placed between the floor panel 35 and the intermediate arm 141 in a state where a set load is applied. Therefore, the spring 144 is suppressed from being compressed in a state where the spring 142 is compressed in a section where the stepping stroke is equal to or less than St1. As a result, the accelerator pedal 14 according to the present embodiment can make the driver more clearly recognize the change in the reaction force characteristics when the depression stroke reaches St1.

  In addition, since the accelerator pedal 14 according to the present embodiment includes the damper (buffer) 143 as a part of the configuration of the reaction force adding unit, the reaction force characteristic change in the section where the stepping stroke is from St1 to St2 is performed. It can be smooth and is excellent for demonstrating the high quality in the accelerator pedal.

[Embodiment 2]
An accelerator pedal device according to Embodiment 2 will be described with reference to FIGS. 6 and 7.

1. Configuration of Accelerator Pedal 36 The configuration of the accelerator pedal 36 according to the present embodiment will be described with reference to FIG. FIG. 6 is a schematic diagram showing the configuration of the accelerator pedal 36 from the side.

  As shown in FIG. 6, the accelerator pedal 36 according to the present embodiment includes a tread plate portion (accelerator pedal body) 360, intermediate arms (intermediate displacement elements) 361, 362, a spring (first elastic body) 363, a spring (Third elastic body) 364 and a spring (second elastic body) 365. The tread board 360 is a part that the driver operates with his / her foot, and is rotatable with respect to the floor panel 35 around a fulcrum Ax360. However, in a state where the driver does not step on the tread plate portion 360, the tread plate portion 360 has a maximum opening with an angle θ2 with respect to the floor panel 35.

  The intermediate arm (first intermediate displacement element) 361 is supported at one end in the longitudinal direction with respect to the tread plate 360. That is, the intermediate arm 361 is rotatable about the fulcrum Ax361 with respect to the tread plate portion 360. The intermediate arm (second intermediate displacement element) 362 is also supported at one end in the longitudinal direction so as to be rotatable at a fulcrum Ax361 with respect to the tread plate 360.

  As in the first embodiment, each of the tread plate portion 360 and the intermediate arms 361 and 362 is limited to a predetermined angle with respect to the maximum angle with respect to the floor panel 35 (the angle when the driver does not step on the tread plate portion 360). Has been.

  The spring 363 is interposed between the tread plate portion 360 and the intermediate arm 361. In this embodiment as well, the spring 363 is attached to the tip of the intermediate arm 361 (the end opposite to the fulcrum Ax361).

  The spring 364 is interposed between the intermediate arm 361 and the intermediate arm 362. In the present embodiment, the attachment position of the spring 364 with respect to the intermediate arm 361 is closer to the fulcrum Ax361 than the attachment position of the spring 363 in the longitudinal direction of the intermediate arm 361.

  The spring 365 is interposed between the intermediate arm 362 and the floor panel 35. In the accelerator pedal 36 according to this embodiment, the spring 364 has a higher spring constant (elastic coefficient) than the spring 363, and the spring 363 has a higher spring constant (elastic coefficient) than the spring 365. Also in the accelerator pedal 36 according to this embodiment, the spring 364 is inserted between the intermediate arm 361 and the intermediate arm 362 in a state where a set load is applied, and the spring 365 is applied with the set load. In this state, the intermediate arm 362 and the floor panel 35 are inserted.

  In other words, when the driver does not step on the tread plate portion 360 and the floor panel 35 and the tread plate portion 360 are at an angle θ2, the spring inserted between the intermediate arm 361 and the intermediate arm 362. The length L2 of 364 is shorter than the natural length of the spring 364. Similarly, when the driver does not step on the tread portion 360 and the floor panel 35 and the tread portion 360 are at an angle θ2, the driver is inserted between the intermediate arm 362 and the floor panel 35. The length L3 of the spring 365 is shorter than the natural length of the spring 365.

  In the present embodiment, the springs 363 to 365 are compression coil springs.

  As shown in FIG. 6, an accelerator sensor 24 that detects an angle of the intermediate arm 361 with respect to the floor panel 35 as a depression stroke of the accelerator pedal 36 is attached to the accelerator pedal 36. As described with reference to FIG. 2, the accelerator sensor 24 transmits detection information regarding the detected depression stroke to the engine control ECU 20.

2. The reaction force when the driver depresses the accelerator pedal 36 and the engine output control The reaction force against the driver when the driver depresses the accelerator pedal 36 and the engine output control by the engine control ECU 20 will be described with reference to FIG. To do. FIG. 7 is a characteristic diagram showing the reaction force to the driver and the engine output with respect to the depression stroke of the accelerator pedal 36 (the tread plate portion 360).

  Also in this embodiment, as described with reference to FIG. 4, when the key is turned on, the engine control ECU 20 starts reading signals (detection information) sent from the various sensors 22 to 32, and the engine control ECU 20. Reading of signals by is performed sequentially while the key is on.

  As shown in FIG. 7, when the driver starts stepping on the tread plate 360, a reaction force proportional to the stepping stroke is applied to the driver until the stepping stroke is up to St1. That is, while the stepping stroke increases from “0” to “St1”, a reaction force that monotonously increases from “0” to “Rf3” is added to the driver.

  Here, the spring 363 inserted between the step plate portion 360 and the intermediate arm 361 is compressed in the section from the start of the stepping portion 360 to the stroke “St1” by the driver (see FIG. 6). reference). During this time, a set load corresponding to the reaction force Rf3 is applied to the spring 364, and a set load corresponding to the reaction force Rf4 is applied to the spring 365. Therefore, the springs 364 and 365 are further compressed. It will not be done.

  As shown in the lower part of FIG. 7, also in this embodiment, detection information from the accelerator sensor 24 is not input to the engine control ECU 20 in the section where the stepping stroke is from “0” to “St1”. No signal is output to the throttle actuator 19, the spark plug 33, and the fuel injection valve 34, and the engine 2 is maintained in the idling state. That is, in the section where the depression stroke is up to St1, it is provided as a “play area” in the accelerator pedal device according to the present embodiment.

  As shown in FIG. 7, in the section where the stepping stroke of the stepping plate portion 360 by the driver is from “St1” to “St2”, the degree of increase in the reaction force against the degree of increase in the stepping stroke is the time until the stepping stroke reaches St1. In the section where the stepping stroke is from St1 to St2, the spring 363 is fully contracted, and the spring 364 is compressed according to the stepping stroke. Thereby, a reaction force as shown in FIG. 7 is added to the driver. Also in the present embodiment, the stepping stroke “St1” is a changing point at which the relationship of increase / decrease in the reaction force with respect to the stepping stroke changes.

  As shown in the lower part of FIG. 7, when the stepping stroke becomes larger than “St1”, detection information from the accelerator sensor 24 to the engine control ECU 20 is input, and the throttle actuator 19, With the signal output to the spark plug 33 and the fuel injection valve 34, the output of the engine 2 is increased.

  As shown in FIG. 7, in the section where the stepping stroke of the tread plate 360 by the driver is larger than “St2”, the springs 363 and 364 are contracted and the spring 365 is compressed. Thus, in the third section, a reaction force that monotonously increases from “Rf4” in proportion to the stepping stroke is added to the driver with an inclination corresponding to the spring constant of the spring 365.

  Then, as shown in the lower part of FIG. 7, in the third section where the stepping stroke is larger than “St2”, the engine control ECU 20 receives the throttle actuator 19, the spark plug 33, and the fuel injection valve 34. With the signal output, control is executed so that the output of the engine 2 gradually increases from Pw1 in accordance with the depression stroke of the accelerator pedal 36.

3. Effect The accelerator pedal 36 according to the present embodiment includes a reaction force addition unit including a spring (first elastic body) 363, a spring (second elastic body) 365, and a spring (third elastic body) 364. In contrast, it is possible to clearly recognize changes in the reaction force characteristics in multiple stages.

  In addition, since the accelerator pedal 36 according to the present embodiment also includes the springs 363 to 365 as elastic bodies, the relationship of the reaction force with respect to the stepping stroke in each can be set precisely.

  In the accelerator pedal 36 according to the present embodiment, the spring constant (second elastic coefficient) of the spring 365 is smaller than the spring constant (first elastic coefficient) of the spring 363, and the spring constant (third Of the spring 365 is larger than the spring constant (second elastic coefficient) of the spring 365, but the spring 365 and the spring 364 are inserted with a set load applied thereto, so that the tread part by the driver In the initial step of 360, the spring 365 and the spring 364 are suppressed from being compressed while the spring 363 is compressed, and the spring 365 is suppressed from being compressed while the spring 364 is compressed. The As a result, the accelerator pedal 36 according to the present embodiment can make the driver more clearly recognize the change in the reaction force characteristics when the depression stroke reaches St1.

[Embodiment 3]
The accelerator pedal 37 according to the third embodiment will be described with reference to FIGS. 8 and 9.

1. Configuration of Accelerator Pedal 37 The configuration of the accelerator pedal 37 will be described with reference to FIG. FIG. 8 is a schematic diagram showing the configuration of the accelerator pedal 37 from the side.

  As shown in FIG. 8, the accelerator pedal 37 according to the present embodiment includes a tread plate portion (accelerator pedal body) 370, an intermediate arm (intermediate displacement element) 371, a spring (first elastic body) 372, and a spring (first 2 elastic body) 373. The tread plate portion 370 is a portion that the driver operates with his / her foot, and is rotatable with respect to the floor panel 35 around a fulcrum Ax370. Although not shown in detail in the present embodiment, when the driver does not step on the tread portion 370, the tread portion 370 has a predetermined opening degree θ3 (a predetermined angle with respect to the floor panel 35) or more. It is regulated not to be.

  The intermediate arm 371 is supported at one end in the longitudinal direction with respect to the tread plate portion 370. That is, the intermediate arm 371 is rotatable about the fulcrum Ax371 with respect to the tread plate portion 370. The spring 372 is interposed between the tread plate portion 370 and the intermediate arm 371. In this embodiment as well, the spring 372 is attached to the tip of the intermediate arm 371 (the end opposite to the fulcrum Ax371).

  The spring 373 is interposed between the intermediate arm 371 and the floor panel 35. In the accelerator pedal 37 according to the present embodiment, the spring 373 has a lower spring constant than the spring 372. The spring 373 is compressed with a predetermined load (a set load is applied) between the intermediate arm 371 and the floor panel 35 even in an initial state (a state where the driver does not step on the tread plate portion 370). State). That is, when the driver does not depress the tread plate portion 370 and the floor panel 35 and the tread plate portion 370 are at an angle θ3, the spring inserted between the intermediate arm 371 and the floor panel 35. The length L1 of 373 is shorter than the natural length of the spring 373.

  Also in this embodiment, both the spring 372 and the spring 373 are compression coil springs.

  As shown in FIG. 8, an accelerator sensor 24 that detects an angle of the intermediate arm 371 with respect to the floor panel 35 as a depression stroke of the accelerator pedal 37 is attached to the accelerator pedal 37. As described with reference to FIG. 2, also in the present embodiment, the accelerator sensor 24 transmits detection information regarding the detected depression stroke to the engine control ECU 20.

2. Reaction force and engine output control when the driver depresses the accelerator pedal 37 The reaction force against the driver and the engine output control by the engine control ECU 20 when the driver depresses the accelerator pedal 37 will be described with reference to FIG. To do. FIG. 9 is a characteristic diagram showing the reaction force to the driver and the engine output with respect to the depression stroke of the accelerator pedal 37 (the tread plate portion 370).

  Also in this embodiment, as described with reference to FIG. 4, when the key is turned on, the engine control ECU 20 starts reading signals (detection information) sent from the various sensors 22 to 32, and the engine control ECU 20. Reading of signals by is performed sequentially while the key is on.

  As shown in FIG. 9, when the driver starts stepping on the tread plate portion 370, a reaction force proportional to the stepping stroke is applied to the driver until the stepping stroke reaches St1. That is, while the stepping stroke increases from “0” to “St1”, a reaction force that monotonously increases from “0” to “Rf5” is added to the driver.

  Here, the spring 372 inserted between the step plate portion 370 and the intermediate arm 371 is compressed in the section from the start of the stepping portion 370 by the driver to the stroke “St1” (see FIG. 8). reference). During this time, since a set load corresponding to the reaction force Rf6 is applied to the spring 373, the spring 373 is not further compressed in this section. As shown in FIG. 9, the reaction force Rf6 is set to a value larger than the reaction force Rf5.

  As shown in the lower part of FIG. 9, in the present embodiment, detection information from the accelerator sensor 24 for the engine control ECU 20 is input even in a section where the stepping stroke ranges from “0” to “St1”. However, in the interval until the stepping stroke reaches St1, no signal is output to the throttle actuator 19, the spark plug 33, and the fuel injection valve 34, and the engine 2 is maintained in the idling state. The That is, in the section where the depression stroke is up to St1, it is provided as a “play area” in the accelerator pedal device according to the present embodiment.

  As shown in FIG. 9, in the accelerator pedal 37, the reaction force is set to change discontinuously from Rf5 to Rf6 in a state where the stepping stroke of the tread plate portion 370 by the driver reaches “St1”. Yes. In other words, the spring 373 in the accelerator pedal 37 has a magnitude corresponding to the set force of the reaction force Rf6, and is larger than the reaction force Rf5 when the spring 372 is contracted.

  Also in the present embodiment, the stepping stroke “St1” is a changing point at which the relationship of increase / decrease in the reaction force with respect to the stepping stroke changes.

  As shown in the lower part of FIG. 9, when the stepping stroke becomes larger than “St1”, the engine control ECU 20 controls the throttle actuator 19, the spark plug 33, and the fuel injection valve 34. With the signal output, the output of the engine 2 is increased.

  As shown in FIG. 9, in a section where the stepping stroke of the tread plate 360 by the driver is larger than “St1”, a reaction force that monotonously increases from “Rf6” in proportion to the stepping stroke is added to the driver.

  Then, as shown in the lower part of FIG. 9, in the section where the stepping stroke is larger than “St2”, the engine control ECU 20 outputs signals to the throttle actuator 19, the spark plug 33, and the fuel injection valve 34. Thus, the control is executed so that the output of the engine 2 gradually increases from Pw1 in accordance with the depression stroke of the accelerator pedal 37.

3. Effect In the accelerator pedal 37 according to the present embodiment, the reaction force increases discontinuously from Rf5 to Rf6 in a state where the depression stroke is St1, and therefore the depression stroke at which output from the engine 2 is started. It is possible to make the driver recognize St1 more clearly.

[Embodiment 4]
An accelerator pedal device according to Embodiment 4 will be described with reference to FIGS. 10 and 11.

1. Configuration of Accelerator Pedal 38 The configuration of the accelerator pedal 38 according to the present embodiment will be described with reference to FIG. FIG. 10 is a schematic diagram showing the configuration of the accelerator pedal 38 from the side.

  As shown in FIG. 10, the accelerator pedal 38 according to the present embodiment includes a tread plate portion 380, intermediate arms (intermediate displacement elements) 381, 382, a link member 383, a spring (first elastic body) 384, a spring (Second elastic body) 385. The tread board 360 is a part that the driver operates with his / her foot, and is rotatable with respect to the floor panel 35 around a fulcrum Ax380. However, when the driver does not depress the tread portion 380, the maximum opening of the tread portion 380 is defined by an angle θ4 with respect to the floor panel 35.

  The intermediate arm (first intermediate displacement element) 381 is supported at one end in the longitudinal direction with respect to the tread plate 380. That is, the intermediate arm 381 is rotatable about the fulcrum Ax381 with respect to the tread plate portion 380. The intermediate arm (second intermediate displacement element) 382 is also rotatably supported at one end in the longitudinal direction at a fulcrum Ax381 with respect to the tread plate 380.

  As in the second embodiment, the tread plate portion 380 and the intermediate arms 381 and 382 have a maximum angle with respect to the floor panel 35 (the angle when the driver does not depress the tread plate portion 380) limited to a predetermined angle. Has been.

  The link member 383 is interposed between the tread plate portion 380 and the intermediate arm 381 so as to connect them. The link member 383 is attached to the distal end portion of the intermediate arm 381 (the end portion opposite to the fulcrum Ax381).

  The spring 384 is interposed between the intermediate arm 381 and the intermediate arm 382. In this embodiment, the attachment position of the spring 384 with respect to the intermediate arm 381 is closer to the fulcrum Ax381 than the attachment position of the link member 383 in the longitudinal direction of the intermediate arm 381.

  The spring 385 is interposed between the intermediate arm 382 and the floor panel 35. In the accelerator pedal 38 according to the present embodiment, the spring 384 has a higher spring constant (elastic coefficient) than the spring 385. Also in the accelerator pedal 38 according to the present embodiment, the spring 384 is inserted between the intermediate arm 381 and the intermediate arm 382 in a state where a set load is applied, and the spring 385 is applied with the set load. In this state, the intermediate arm 382 and the floor panel 35 are inserted.

  That is, when the driver does not depress the tread portion 380 and the floor panel 35 and the tread portion 380 are at an angle θ4, the spring inserted between the intermediate arm 381 and the intermediate arm 382. The length L5 of 384 is shorter than the natural length of the spring 384. Similarly, when the driver does not step on the tread portion 380 and the floor panel 35 and the tread portion 380 are at an angle θ4, the driver is inserted between the intermediate arm 382 and the floor panel 35. The length L6 of the spring 385 is shorter than the natural length of the spring 385.

  Also in this embodiment, the springs 364 and 365 are compression coil springs.

  As shown in FIG. 10, an accelerator sensor 24 that detects an angle of the intermediate arm 382 with respect to the floor panel 35 as a depression stroke of the accelerator pedal 38 is attached to the accelerator pedal 38. As described with reference to FIG. 2, the accelerator sensor 24 transmits detection information regarding the detected depression stroke to the engine control ECU 20.

2. Reaction force and engine output control when the driver depresses the accelerator pedal 38 The reaction force against the driver when the driver depresses the accelerator pedal 38 and engine output control by the engine control ECU 20 will be described with reference to FIG. To do. FIG. 11 is a characteristic diagram showing the reaction force to the driver with respect to the stepping stroke of the stepping plate portion 380 of the accelerator pedal 38 and the output characteristics of the engine 2.

  Also in this embodiment, as described with reference to FIG. 4, when the key is turned on, the engine control ECU 20 starts reading signals (detection information) sent from the various sensors 22 to 32, and the engine control ECU 20. Reading of signals by is performed sequentially while the key is on.

  As shown in the upper part of FIG. 11, when the driver steps on the accelerator pedal 38 according to the present embodiment, a reaction force Rf7 is applied at the initial stage (when the depression stroke is “0”). This is because in the present embodiment, a set load is applied to the spring 384 in the accelerator pedal 38, and the reaction force Rf7 is a force corresponding to the set load applied to the spring 384.

  Next, when the stepping on the tread plate 380 by the driver is gradually increased toward St1, a reaction force is added to the driver so as to increase according to the stepping stroke. That is, while the stepping stroke increases from “0” to “St1”, a reaction force that monotonously increases from “Rf7” to “Rf8” is added to the driver.

  Here, in the section from the start of the depression of the tread plate 380 by the driver to the stroke “St1”, the spring 385 in which the set load is set to a force corresponding to Rf9 is suppressed from being contracted (compression is suppressed). Have been). In the present embodiment, as shown in FIG. 11, the reaction force Rf9 is set to a value larger than the reaction force Rf8.

  As shown in the lower part of FIG. 11, also in this embodiment, detection information from the accelerator sensor 24 for the engine control ECU 20 is input even in a section where the stepping stroke is from “0” to “St1”. However, in the period until the stepping stroke reaches St1, the engine control ECU 20 does not output signals to the throttle actuator 19, the spark plug 33, and the fuel injection valve 34, and the engine 2 is in an idling state. Will be maintained. That is, also in this embodiment, in the section where the depression stroke is up to St1, it is provided as a “play area” for the accelerator pedal.

  As shown in FIG. 11, in the accelerator pedal 38, the reaction force is set so as to change discontinuously from Rf8 to Rf9 in a state where the stepping stroke of the tread plate portion 380 by the driver reaches “St1”. Yes. This is because the set load of the spring 385 is set larger than the load when the spring 384 is fully contracted.

  Also in the present embodiment, the stepping stroke “St1” is a changing point at which the relationship of increase / decrease in the reaction force with respect to the stepping stroke changes.

  Then, as shown in the lower part of FIG. 11, when the stepping stroke becomes larger than “St1”, the engine control ECU 20 controls the throttle actuator 19, the spark plug 33, and the fuel injection valve 34. With the signal output, the output of the engine 2 is increased.

  As shown in FIG. 11, in a section where the stepping stroke of the stepping plate portion 380 by the driver is larger than “St1”, a reaction force that monotonously increases from “Rf9” in proportion to the stepping stroke is added to the driver.

  Then, as shown in the lower part of FIG. 11, in the section where the stepping stroke is larger than “St2”, the engine control ECU 20 outputs signals to the throttle actuator 19, the spark plug 33, and the fuel injection valve 34. Thus, the control is executed so that the output of the engine 2 gradually increases from Pw1 in accordance with the depression stroke of the accelerator pedal.

3. Effect In the accelerator pedal 38 according to the present embodiment, the reaction force Rf7 is applied even when the driver does not substantially depress the tread plate portion 380. Therefore, at the initial stage where the driver starts depressing the tread plate portion 380. Thus, it is possible to clearly recognize that the tread plate 380 has started to be depressed by the reaction force.

  Further, in the accelerator pedal 38 according to the present embodiment, the reaction force Rf7 is applied to the tread portion 380 of the accelerator pedal 38 even when the tread portion 380 is not substantially depressed, so that the tread portion 380 Backlash can also be suppressed. Thereby, the high quality of the vehicle 1 is realizable.

  In the above description, the “state in which the tread plate portion 380 is not substantially depressed” is a state in which the tread portion 380 is not depressed with respect to disturbance (for example, a foot contact or a falling object). It means to do.

[Modification]
In the first to fourth embodiments, the accelerator pedals 14, 36 to 38 include the springs 142, 144, 363, 364, 365, 372, 373, 384, and 385, and a reaction force is applied to the driver's legs. However, in the present invention, the elastic body for applying the reaction force is not limited to this. For example, rubber or the like can be used in addition to the spring.

  In the first to fourth embodiments, the engine 2 is adopted as an example of the power source, but the present invention is not limited to this. For example, an electric motor can be adopted as a power source, and the present invention can also be applied to a form in which an engine and an electric motor are used together.

  Moreover, in the said Embodiment 1-4, although the accelerator pedal apparatus of an accelerator by wire system is assumed, this invention is not limited to this. The present invention can also be applied to a case where a power source such as an engine is controlled by a cable having one end connected to a tread plate portion or an intermediate arm of an accelerator pedal.

1 vehicle 2 engine (power source)
14, 36, 37, 38 Accelerator pedal 19 Throttle actuator 20 Engine control ECU (power source control controller)
24 Acceleration sensor 29 Inclination angle sensor 30 Road surface μ sensor 32 Yaw rate sensor 33 Spark plug 34 Fuel injection valve 140, 360, 370 Tread plate (accelerator pedal body)
141,361,362,371 Intermediate frame (intermediate displacement element)
142, 363, 372, 384 Spring (first elastic body)
143 damper (buffer)
144, 365, 373, 385 Spring (second elastic body)
364 Spring (third elastic body)

Claims (8)

An accelerator pedal body attached to the vehicle body and used for the driver of the vehicle;
Provided between the vehicle body and the accelerator pedal body, and when the driver steps on the accelerator pedal body within a predetermined stroke or less, the accelerator pedal body has a first elastic coefficient. When a reaction force is applied and the driver steps on the accelerator pedal body in a range larger than the predetermined stroke, the accelerator pedal body has a second elastic coefficient different from the first elastic coefficient. And a reaction force addition part for adding a reaction force,
Comprising
Accelerator pedal. The accelerator pedal according to claim 1, wherein
According to the depression stroke of the accelerator pedal body by the driver, further comprising an intermediate displacement element that is displaced in conjunction with the accelerator pedal body,
The reaction force adding portion is provided between the accelerator pedal body and the intermediate displacement element, and is provided between the first elastic body having the first elastic coefficient, the intermediate displacement element, and the vehicle body. And a second elastic body having the second elastic coefficient.
Accelerator pedal. The accelerator pedal according to claim 2,
Each of the first elastic body and the second elastic body is a spring.
Accelerator pedal. The accelerator pedal according to claim 3,
The second elastic modulus is smaller than the first elastic modulus;
The second elastic body is interposed between the intermediate displacement element and the vehicle body in a state where a set load is applied.
Accelerator pedal. In the accelerator pedal in any one of Claims 1-3,
The reaction force addition unit further includes a shock absorber provided between the accelerator pedal body and the intermediate displacement element.
Accelerator pedal. The accelerator pedal according to claim 1, wherein
A first intermediate displacement element and a second intermediate displacement element, each of which is displaced in conjunction with the accelerator pedal body according to a depression stroke of the accelerator pedal body by the driver;
The reaction force adding portion is provided between the accelerator pedal body and the first intermediate displacement element, and includes a first elastic body having the first elastic coefficient, the second intermediate displacement element, and the vehicle body. A second elastic body having a second elastic coefficient, and provided between the first intermediate displacement element and the second intermediate element, the first elastic coefficient and the second elasticity. A third elastic body having a third elastic coefficient larger than the coefficient,
Accelerator pedal. The accelerator pedal according to claim 6,
The first elastic body, the second elastic body, and the third elastic body are springs, respectively.
Accelerator pedal. The accelerator pedal according to claim 7,
The second elastic modulus is smaller than the first elastic modulus;
The third elastic modulus is greater than the second elastic modulus;
The second elastic body is interposed between the second intermediate displacement element and the vehicle body in a state where a set load is applied,
The third elastic body is interposed between the first intermediate displacement element and the second intermediate displacement element in a state where a set load is applied.
Accelerator pedal.