JP6158671B2 - Accelerator pedal device for vehicle - Google Patents

Description

  The present invention relates to a technique for improving an accelerator pedal device for a vehicle, which includes a reaction force adding mechanism for applying a reaction force to a pedal side arm that a driver steps on.

  An accelerator pedal device for a vehicle provided with a reaction force addition mechanism is configured to add a reaction force from the reaction force addition mechanism to the pedal side arm according to various information such as a stepping operation amount of the pedal side arm. Known by 1.

  A vehicle accelerator pedal device known from Patent Document 1 is provided with a housing attached to a vehicle body, a pedal side arm supported by the housing so as to be pivotable in the front-rear direction, and a lower end of the pedal side arm. And a reaction force adding mechanism for applying a reaction force to the pedal side arm.

  The pedal side arm extends downward from the housing. The reaction force adding mechanism is disposed between the upper housing and the lower pad. The reaction force addition mechanism includes a motor that generates a reaction force, a speed reducer that reduces the rotational speed of the motor, and a motor side arm that is attached to the output shaft of the speed reducer.

  The motor-side arm is a member that adds a reaction force generated by the motor to the pedal-side arm, and is rotatable in the longitudinal direction of the vehicle body. That is, the motor-side arm is not connected to the pedal-side arm, but has a separated structure, and comes into contact when a reaction force is applied to the pedal-side arm.

  At the time of assembling the accelerator pedal device, the contact state between the pedal side arm and the motor side arm varies due to the assembly tolerance. In addition, slight deflection can occur in each arm due to the reaction force. As a result, the contact state between the pedal side arm and the motor side arm may vary. In order to efficiently transmit the reaction force output from the reaction force addition mechanism from the motor side arm to the pedal side arm, it is necessary to provide a good contact state. Moreover, the degree of such variation varies depending on the individual accelerator pedal device. This has room for improvement in achieving uniform performance of the individual accelerator pedal devices.

International Publication No. 2012/029503

  The present invention provides a technique capable of efficiently transmitting the reaction force output from the reaction force addition mechanism from the reaction force transmission arm to the pedal side arm and achieving uniform performance of the accelerator pedal device. Let it be an issue.

According to the first aspect of the invention, the housing that can be attached to the vehicle body, the pedal side arm that is supported by the housing so as to be pivotable in the longitudinal direction of the vehicle body, and the pedal side arm has a stepping operation. And a reaction force addition mechanism that adds a reaction force against the stepping operation force applied to the pad to the pedal side arm, the reaction force addition mechanism including the reaction force for adding the reaction force. An accelerator pedal device for a vehicle, comprising: an output shaft that rotates to output power; and a reaction force transmission arm that is coupled to the output shaft and transmits the reaction force to the pedal arm. The pedal side arm and the reaction force An end portion of one arm of the transmission arm has a contact arm portion, and an end portion of the other arm of the pedal side arm and the reaction force transmission arm is in contact with the contact arm portion. It has a section, the pedal side arm, and the initial position when the pad has not been depressed, between a maximum depression position when said pad is an operation depressing the maximum pivoting movement The width of the contact surface portion that can be contacted by the contact arm portion when the pedal side arm is located at the initial position is such that the pedal side arm is located at the maximum depression position. when and, the contact arms vehicular accelerator pedal apparatus which is characterized in that is sized rather set than the width of the contact surface capable of contacting is provided.

As described in claim 1, the contact surface of the front SL contact surface is entirely formed in a circular arc surface, the curvature of the at least one end portion is set smaller than the curvature of the central portion.

According to a second aspect of the present invention, preferably, the reaction force adding mechanism is disposed at a higher position with respect to the housing, and the pedal-side arm is supported by the support shaft so as to be rotatable in the longitudinal direction of the vehicle body. A first arm portion formed on the outer side of the housing and a second arm portion provided on the first arm portion. The second arm portion includes the pad and the support shaft. An extension part extending to the opposite side of the pad, and the contact surface part is a cylindrical member fitted and attached to the extension part; A chamfered portion is formed on the surface opposite to the contact surface and on the outer edge of the opening into which the extending portion is inserted.

According to a third aspect of the present invention, preferably, the contact surface portion is constituted by a member different from the other arm, is formed in a non-target shape in the width direction and a non-target shape in the axial direction, and the housing is Of the left and right side surfaces of the contact surface portion when attached to the vehicle body, the side surface opposite to the position of the brake pedal in the vehicle width direction is formed in a flat shape.

According to the fourth aspect of the present invention, the housing that can be attached to the vehicle body, the pedal side arm that is supported by the housing so as to be pivotable in the longitudinal direction of the vehicle body, and the pedal side arm has a stepping operation. And a reaction force addition mechanism that adds a reaction force against the stepping operation force applied to the pad to the pedal side arm, the reaction force addition mechanism including the reaction force for adding the reaction force. An accelerator pedal device for a vehicle, comprising: an output shaft that rotates to output power; and a reaction force transmission arm that is coupled to the output shaft and transmits the reaction force to the pedal arm. The pedal side arm and the reaction force An end portion of one arm of the transmission arm has a contact arm portion, and an end portion of the other arm of the pedal side arm and the reaction force transmission arm is in contact with the contact arm portion. A contact surface that contacts the contact arm portion of the contact surface portion is formed in an arc shape, and the curvature of the arc of at least one end portion of the contact surface corresponds to the width of the contact surface portion. Provided is a vehicular accelerator pedal device that is set to be smaller than the curvature of the circle when a circle of diameter is assumed.

According to the first aspect of the present invention, the end of either one of the pedal side arm for performing the stepping operation with the pad and the reaction force transmission arm of the reaction force addition mechanism that applies the reaction force to the pedal side arm. Has a contact arm. The end of the other arm has a contact surface portion. The width of the contact surface portion that can be contacted by the contact arm portion is larger when the pedal-side arm is located at the initial position than when it is located at the maximum depression position. In general, the frequency at which the pedal arm is depressed near the initial position is higher than that near the maximum depressed position. On the other hand, in claim 2, the width of the contact surface portion is increased at the initial position where the frequency of depression is high. For this reason, the deviation of the contact angle between the two in the vicinity of the initial position can be reduced over a wide range.

Also, since the width of the contact surface portion is not increased more than necessary at the maximum depression position where the depression frequency is low, the pedal side arm interferes with other members such as a brake pedal and a harness adjacent to the pedal side arm. Can be prevented. As a result, the degree of freedom of arrangement of the vehicle accelerator pedal device increases.

In the invention according to claim 1 , the contact surface portion of the contact surface portion that can be contacted by the contact arm portion is entirely formed in an arc surface, and the curvature of at least one end portion is set smaller than the curvature of the central portion. Yes.

For this reason, even when the contact point of the contact arm part with respect to the contact surface part varies, that is, when the contact state between the contact surface part and the contact arm part varies, the deviation of the contact angle between them can be reduced. . Therefore, the reaction force output by the reaction force addition mechanism is dispersed (attenuated) as much as possible from the reaction force transmission arm to the pedal arm in the stepping back direction, that is, the returning direction to the initial position when the pad is not depressed. ) And can be transmitted efficiently. As a result, it is possible to sufficiently equalize the performance of the individual accelerator pedal devices.

In the invention according to claim 2 , the cylindrical member (contact surface portion) is a surface opposite to the contact surface, and a chamfered portion is formed on the outer edge of the opening portion into which the extension portion is inserted. Yes. For this reason, when a foreign material such as gravel enters the gap between the housing and the contact surface portion, the foreign material is not easily caught between the housing and the contact surface portion. Therefore, it is easy to keep the pedal side arm in a smooth and stable operating state with a simple configuration having only a chamfered portion.

In the invention according to claim 3 , the contact surface portion is constituted by a member different from the other arm, and is formed in a non-target shape in the width direction and in a non-target shape in the axial direction. Of the left and right side surfaces of the contact surface portion when the housing is attached to the vehicle body, the side surface opposite to the brake pedal position in the vehicle width direction is formed in a flat shape.

  For this reason, when assembling the contact surface portion on the other arm, the flat side surface of the contact surface portion can be placed on the jig with the surface facing downward. Therefore, since the contact surface portion can be stably placed on the jig, the assembling work for assembling the contact surface portion to the other arm is easy.

According to the configuration of claim 1 , the width of the contact surface portion at the initial position is larger than the width of the contact surface portion at the maximum depressed position. That is, the shape of the contact surface portion is a non-target shape in the width direction and a non-target shape in the vertical direction (longitudinal direction). For this reason, when assembling the contact surface portion on the other arm, the assembling direction of the contact surface portion with respect to the other arm can be quickly and surely determined only by visually observing the shape of the contact surface portion. Therefore, the assembling work is easier.

In the invention which concerns on Claim 4 , the edge part of either one of the pedal side arm for stepping on by a pad, and the reaction force transmission arm of the reaction force addition mechanism which adds reaction force to this pedal side arm Has a contact arm. The end of the other arm has a contact surface portion. The entire contact surface of the contact surface portion is formed as an arc surface. The curvature of the arc of at least one end of the contact surface is set smaller than the curvature of the circle when a circle having a diameter corresponding to the width of the contact surface is assumed.

  For this reason, even if it is a case where variation arises in the contact state of a contact arm part and a contact surface part, deviation of both contact points can be made small. Therefore, the reaction force output by the reaction force addition mechanism is attenuated as much as possible from the reaction force transmission arm to the pedal side arm in the stepping back direction (the returning direction to the initial position when the pad is not depressed). And can be transmitted efficiently. As a result, it is possible to sufficiently equalize the performance of the individual accelerator pedal devices.

It is the figure which looked at the structure with which the accelerator pedal apparatus for vehicles which concerns on this invention was attached to the vehicle body from the pad stepping-on direction. It is the figure which looked at the accelerator pedal device for vehicles shown in Drawing 1 from the right side. It is the perspective view which looked at the accelerator pedal unit shown by FIG. 1 from the upper left. It is an enlarged view of the accelerator pedal unit shown by FIG. It is the figure which looked at the accelerator pedal unit shown by FIG. 4 from the left side. It is an enlarged view of the reaction force addition mechanism shown by FIG. It is the figure which looked at the reaction force addition mechanism shown by FIG. 6 from the left side. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 1. It is a block diagram of the contact surface part shown by FIG. It is a conceptual diagram of the contact surface part shown by FIG. It is the figure which expanded the housing and contact surface part which were shown by FIG.

  EMBODIMENT OF THE INVENTION The form for implementing this invention is demonstrated below based on an accompanying drawing.

  A vehicle accelerator pedal device according to an embodiment will be described. As shown in FIGS. 1 and 2, the vehicle 10 has a configuration of a passenger car, for example, and includes a vehicle brake pedal device 20 and a vehicle accelerator pedal device 30. The pedal devices 20 and 30 are mounted on the vehicle body 12, for example, the dashboard lower panel 13, located at the front portion of the vehicle compartment 11.

  The vehicle brake pedal device 20 is disposed on the inner side in the vehicle width direction. The vehicular accelerator pedal device 30 is disposed on the outer side in the vehicle width direction and is adjacent to the front wheel wheel house 14. That is, the vehicle accelerator pedal device 30 is adjacent to the vehicle brake pedal device 20.

  The vehicular accelerator pedal device 30 (hereinafter simply referred to as “accelerator pedal device 30”) includes an accelerator pedal unit 31 and a reaction force adding mechanism 32.

  First, a basic configuration of the accelerator pedal unit 31 will be described. As shown in FIGS. 3 to 5, the accelerator pedal unit 31 is supported by a housing 41 that can be attached to the vehicle body 12 (see FIG. 1), and the housing 41 so as to be rotatable in the longitudinal direction of the vehicle body by a support shaft 42. The pedal-side arm 43, the pad 44 that the pedal-side arm 43 can be depressed, and a return spring 45 that biases the pedal-side arm 43 in the depressing release direction (see FIG. 5). And a rotation sensor 46 (see FIG. 5) for detecting the rotation amount of the pedal side arm 43.

  The rotation sensor 46 is provided in the housing 41. The pad 44 is disposed so as to be adjacent to the brake pedal 21 of the vehicle brake pedal device 20 (see FIG. 4) in the vehicle width direction.

  In the accelerator pedal unit 31, when the driver depresses the pad 44, the pedal side arm 43 is rotated forward of the vehicle body. Therefore, the rotation amount of the pedal side arm 43 is determined by a rotation sensor 46 (see FIG. 5). And an electrical detection signal is generated. A control device (not shown) that receives the detection signal from the rotation sensor 46 can control the acceleration state of the vehicle 10 (see FIG. 1) by controlling the travel drive source.

  As shown in FIG. 1, the accelerator pedal unit 31 is disposed close to the wheel house 14 in the vehicle width direction, that is, disposed directly beside and attached to the vehicle body 12. Details of the accelerator pedal unit 31 will be described later.

  Next, the reaction force adding mechanism 32 will be described. As shown in FIG. 1, the reaction force adding mechanism 32 is disposed at a higher position than the housing 41 of the accelerator pedal unit 31. More specifically, the reaction force addition mechanism 32 is disposed at a position higher than the housing 41 and outside the vehicle width direction, is separated from the housing 41, and is separated from the housing 41. Is attached. That is, although the reaction force addition mechanism 32 is located on the outer side in the vehicle width direction with respect to the housing 41, it is disposed at a higher position with respect to the wheel house 14, so that it does not interfere with the wheel house 14. Absent.

  The reaction force adding mechanism 32 adds a reaction force against the stepping operation force applied to the pad 44 to the pedal-side arm 43 in accordance with a control signal from a control unit (not shown). More specifically, as shown in FIGS. 6 and 7, the reaction force adding mechanism 32 transmits a reaction force generated by the drive source 51 and the reaction force generated by the drive source 51 to the pedal arm 43. It includes a reaction force transmission arm 52 and a bracket 53 that supports the drive source 51.

  The drive source 51 includes an electric motor 54 that generates a reaction force and a speed reducer 55 that decelerates and outputs the rotational speed of the electric motor 54. The electric motor 54 is constituted by a servo motor, for example, and is arranged so that a rotating shaft (not shown) faces the vehicle width direction. Similar to the electric motor 54, the speed reducer 55 is arranged so that the output shaft 55a faces the vehicle width direction. An electric motor 54 is incorporated in the upper part of the speed reducer 55. The output end of the output shaft 55a of the speed reducer 55 is located inside the vehicle width direction. The output shaft 55a rotates so as to output a reaction force to be applied to the pedal side arm 43 (see FIG. 2).

  The reaction force transmission arm 52 is connected to the output shaft 55 a of the speed reducer 55 and is constituted by a motor side arm that transmits the reaction force to the pedal side arm 43. Hereinafter, the reaction force transmission arm 52 is referred to as “motor side arm 52” or “transmission member 52” as appropriate.

  More specifically, the base end portion 52a of the reaction force transmission arm 52 is attached to the output shaft 55a of the speed reducer 55 with its relative rotation being restricted. Further, the reaction force transmission arm 52 extends rearward and downward from the base end portion 52a, and has a contact arm portion 56 at the distal end portion 52b. The contact arm portion 56 is parallel to the output shaft 55a of the speed reducer 55 and extends inward in the vehicle width direction from the distal end portion 52b of the reaction force transmission arm 52. The reaction force addition direction Rf of the reaction force transmission arm 52 and the contact arm portion 56 is the vehicle front direction.

  The bracket 53 is a member that can be attached to the vehicle body 12, for example, the dashboard lower panel 13.

  Next, the accelerator pedal unit 31 will be described in more detail. As shown in FIGS. 1 and 2, the housing 41 is attached to the vehicle body 12 (for example, the dashboard lower panel 13). As a result, the accelerator pedal unit 31 can be attached to the vehicle body 12.

  Further, a substantially rectangular opening 41 b is formed in the lower rear of the housing 41. A base end portion of the pedal side arm 43 is inserted into the housing 41 through the opening 41b and supported by a support shaft 42 extending in the vehicle width direction.

  The pedal side arm 43 has an extending portion 47 that extends from the pedal side arm 43 toward the reaction force transmission arm 52 of the reaction force addition mechanism 32 toward the side opposite to the pad 44 with the support shaft 42 interposed therebetween. The extending portion 47 has a contact surface portion 70 at an upper end portion (one end portion). The contact surface portion 70 contacts the contact arm portion 56 of the reaction force transmission arm 52 when receiving at least a reaction force from the reaction force transmission arm 52. Only the contact surface portion 70 of the pedal side arm 43 can contact the contact arm portion 56. That is, the rear surface 71 (contact surface 71) in the vehicle body front-rear direction in the contact surface portion 70 can contact the contact arm portion 56 (reaction force is added).

  As described above, the end portion of one arm of the pedal side arm 43 and the reaction force transmission arm 52 has the contact arm portion 56. The other arm end portion of the pedal side arm 43 and the reaction force transmission arm 52 has a contact surface portion 70 that contacts the contact arm portion 56.

  More specifically, as shown in FIGS. 3 to 5, the pedal-side arm 43 includes a first arm portion 61 that is supported on the housing 41 by the support shaft 42 so as to be rotatable in the longitudinal direction of the vehicle body, and the housing 41. It consists of the 2nd arm part 62 provided in the 1st arm part 61 located in the outer side. The pad 44 and the extension part 47 are provided on the second arm part 62. The extending portion 47 is located at the upper end portion of the second arm portion 62.

  As shown in FIGS. 3 to 5, the arm base end portion 61 a of the first arm portion 61 is provided integrally with the first arm portion 61 and is housed in the housing 41 and supported. The shaft 42 is supported so as to be rotatable in the longitudinal direction of the vehicle body. The distal end portion 61 b of the first arm portion 61 is exposed to the outside through the opening 41 b of the housing 41.

  The second arm portion 62 is a plate-like member that is elongated vertically, and is configured by a metal plate-like member. The second arm portion 62 includes a mounted portion 63 attached to the side surface 61c of the first arm portion 61 in the vehicle width direction, a bent portion 64 provided below the mounted portion 63, and the attached portion 63. And a curved portion 65 provided above. The second arm portion 62 is located inside the housing 41 in the vehicle width direction.

  Thus, the pedal side arm 43 is configured to attach the second arm portion 62 to the side surface 61c of the first arm portion 61 in the vehicle width direction. For this reason, the 2nd arm part 62 can be easily attached to the 1st arm part 61, avoiding the housing 41. FIG.

  The bent portion 64 is bent from the mounted portion 63 to the side opposite to the brake pedal 21 in the vehicle width direction (outside in the vehicle width direction). A pad 44 is provided at the bent portion 64, that is, the lower end portion of the second arm portion 62.

  Here, the position P1 of the pedal arm 43 when the pad 44 is not depressed is referred to as an “initial position P1”. Further, the position P2 of the pedal arm 43 when the pad 44 is depressed to the maximum is referred to as “maximum depression position P2.” The rotation angle of the pedal side arm 43 from the initial position P1 to the maximum depression position P2 is θ. When the pedal side arm 43 is stepped on, the rotation direction of the contact surface portion 70 is Rr opposite to the stepping rotation direction Rs of the pedal side arm 43. That is, the rotation direction Rr of the contact surface portion 70 is opposite to the reaction force addition direction Rf of the contact arm portion 56.

  Next, the contact arm part 56 and the contact surface part 70 will be described in detail. As shown in FIGS. 1 and 8, a support shaft 57 extending inward in the vehicle width direction is fixed to the distal end portion 52 b of the reaction force transmission arm 52. The support shaft 57 is fitted with at least one contact arm portion 56 that is rotatable and whose axial movement is restricted. That is, the contact arm portion 56 is configured by a metal or resin round pipe supported by the support shaft 57.

  FIG. 9A shows a configuration in which the contact surface portion 70 is viewed from the pad stepping direction in accordance with FIG. FIG. 9B shows a configuration in which the contact surface portion 70 of FIG. 9A is viewed from the direction of arrow b. FIG. 9C shows a configuration in which the contact surface portion 70 of FIG. 9A is viewed from the back side. FIG. 9D shows a cross-sectional configuration of the contact surface portion 70 of FIG. 9A along the line dd.

  As shown in FIG. 3 and FIG. 9, the contact surface portion 70 is formed of a member separate from the second arm 62 (the other arm 62) and is made of a resin cap that is elongated in the vertical direction (bottomed cylindrical shape). It is a member. The contact surface portion 70 is fitted to the distal end portion 47 a of the extending portion 47 and is attached by a fixing member 72 such as a spring pin. The contact surface portion 70 may be configured to be attached to the extending portion 47 by press fitting.

  The contact surface 71 of the contact surface portion 70 is formed as a circular arc surface that is convex toward the contact arm portion 56 (toward the rear of the vehicle body). As shown in FIG. 10, the curvature of at least one end portion 74 in the width direction of the contact surface 71 is set smaller than the curvature of the central portion 73 in the vehicle width direction. Here, the width direction is the longitudinal direction (vehicle width direction) of the contact arm portion 56. That is, the radius of curvature r2 of at least one end 74 of the contact surface 71 is set to be larger than the radius of curvature r1 of the central portion 73. For example, the curvature radius r2 of the one end portion 74 and the other end portion 75 in the vehicle width direction is larger than the curvature radius r1 of the central portion 73.

  In other words, the curvature of the arc of at least one end 74 of the contact surface 71 is set smaller than the curvature of the circle Sr when a circle Sr having a diameter Ds corresponding to the width W1 of the contact surface 70 is assumed. . As a result, the central portion 73 of the contact surface 71 is formed in an arc shape that matches the circle Sr, and the one end portion 74 and the other end portion 75 are directed toward the contact arm portion 56 from the circle Sr (the vehicle body). It is formed in an arc shape that is convex (towards the rear).

  Here, as shown in FIGS. 8 and 10, a straight line Lf in the longitudinal direction of the vehicle body perpendicular to the center line 56L in the longitudinal direction (vehicle width direction) of the contact arm portion 56 is referred to as a contact center line Lf. That's it. The center Sp of the circle Sr is located on the contact center line Lf. As a result, the contact point Pf between the outer peripheral surface of the contact arm portion 56 and the contact surface 71 is located on the contact center line Lf. Thus, the center part 73 of the contact surface 71 is located on the contact center line Lf. The reaction force of the contact arm portion 56 is applied to the contact surface 71 from the contact point Pf passing through the contact center line Lf. Accordingly, it is possible to efficiently transmit the reaction force from the reaction force transmission arm 52 to the pedal side arm 43 in the stepping back direction Rf.

  However, when the accelerator pedal device 30 is assembled, the contact state between the outer peripheral surface of the contact arm portion 56 and the contact surface 71 varies due to the assembly tolerance. In order to efficiently transmit the reaction force from the reaction force transmission arm 52 to the pedal side arm 43, it is necessary to provide a good contact state.

  For example, the tip end portion 56a of the contact arm portion 56 may be inclined forward of the vehicle body. In this case, the outer peripheral surface (first tangent line L1) of the contact arm portion 56 is in contact with the contact surface 71 not at the central portion 73 but at the one end portion 74 at the first contact point P11. In the case of the first tangent line L1 in contact with the circle Sr, the direction of the reaction force action line T1 is greatly inclined in the vehicle width direction. In this case, since the reaction force in the horizontal direction is large, there is room for improvement in order to efficiently transmit the reaction force from the reaction force transmission arm 52 to the pedal side arm 43.

  On the other hand, in the present embodiment, the curvature of the one end portion 74 is smaller than the curvature of the circle Sr. That is, the curvature radius r2 of the one end portion 74 is larger than the curvature radius r1 of the central portion 73. For this reason, the outer peripheral surface (second tangent L2) of the contact arm portion 56 contacts the one end portion 74 at the second contact point P12. The second contact point P12 is located at the same position as the first contact point P11 in the width direction of the contact surface 71. That is, the second contact point P12 is located on a straight line L3 in the vehicle longitudinal direction passing through the first contact point P11. The straight line L3 is parallel to the contact center line Lf. For this reason, the inclination of the reaction force action line T2 is small. Since the horizontal force of the reaction force can be reduced, the reaction force can be efficiently transmitted from the reaction force transmission arm 52 to the pedal side arm 43.

  As shown in FIG. 5, when the pedal side arm 43 is located at the initial position P <b> 1, as shown in FIG. 9A, the contact arm portion 56 is in the initial contact state of the contact surface 71 of the contact surface portion 70. Contact the position P21. Further, as shown in FIG. 5, when the pedal side arm 43 is located at the maximum depression position P <b> 2, as shown in FIG. 9A, the contact arm portion 56 is a contact surface 71 of the contact surface portion 70. It contacts the maximum contact position P22. In other words, when the pedal arm 43 is rotating between the initial position P1 and the maximum depression position P2, the contact arm portion 56 is located between the contact initial position P21 and the maximum contact position P22 with respect to the contact surface 71. It is possible to slide in the vertical direction.

  Thus, when the pedal side arm 43 is positioned at the initial position P1, the width W1 (first width W1) of the contact surface portion 70 that can be contacted by the contact arm portion 56 is determined by the pedal side arm 43. It is set to be larger than the width W2 (second width W2) of the contact surface portion 70 with which the contact arm portion 56 can come into contact when it is at the maximum depression position P2. Accordingly, the contact surface portion 70 is formed in a non-target shape in the width direction and in a non-target shape in the axial direction (vertical direction) of the contact surface portion 70.

  As described above, the contact surface portion 70 is configured by a member different from the other arm 62. Further, the contact surface portion 70 is formed in a non-target shape in the width direction, that is, in the longitudinal direction of the contact arm portion 56 (vehicle width direction) and in a non-target shape in the axial direction. As shown in FIG. 1, when the housing 41 is attached to the vehicle body 12, as shown in FIGS. 4 and 9, the position of the brake pedal 21 in the left and right side surfaces 76 and 77 of the contact surface portion 70. On the other hand, the side surface 77 on the opposite side in the vehicle width direction is formed in a flat shape.

  For this reason, when the contact surface portion 70 is assembled to the second arm 62 (the other arm 62), the flat side surface 77 of the contact surface portion 70 may be placed on a jig (not shown) with the surface facing downward. it can. Accordingly, since the contact surface portion 70 can be stably placed on the jig, the assembling work for assembling the contact surface portion 70 to the second arm 62 is easy.

  Further, as described above, the width W1 of the contact surface portion 70 at the initial position P1 is larger than the width W2 of the contact surface portion 70 at the maximum depression position P2. That is, the shape of the contact surface portion 70 is a non-target shape in the width direction and a non-target shape in the vertical direction (longitudinal direction). For this reason, when the contact surface portion 70 is assembled to the second arm 62, it is possible to quickly and surely determine the assembly direction of the contact surface portion 70 with respect to the second arm 62 only by visually observing the shape of the contact surface portion 70. it can. Therefore, the assembling work is easier.

  As shown in FIG. 11, the outer edge 79 a of the opening 79 in the cylindrical member 70 (contact surface portion 70) on the surface 78 opposite to the contact surface 71 and into which the extension portion 47 is inserted. A chamfered portion 81 is formed. For this reason, when a foreign material such as gravel enters the gap between the housing 41 and the contact surface portion 70, the foreign material is not easily caught between the housing 41 and the contact surface portion 70. Therefore, it is easy to maintain the pedal-side arm 43 in a smooth and stable operating state with a simple configuration having only the chamfered portion 81.

  The above description is summarized as follows. One end of the pedal side arm 43 and the reaction force transmission arm 52 has a contact arm portion 56. The end of the other arm has a contact surface portion 70. In the contact surface portion 70, the entire contact surface 71 is formed in an arc surface, and the curvature of at least one end portion 74 is set smaller than the curvature of the central portion 73. In other words, the curvature of the arc of at least one end 74 of the contact surface 71 is set to be smaller than the curvature of the circle Sr when a circle Sr having a diameter Ds corresponding to the width W1 of the contact surface 70 is assumed. .

  For this reason, even when the contact point Pf of the contact arm portion 56 with respect to the contact surface portion 70 varies, that is, when the contact state between the contact surface portion 70 and the contact arm portion 56 varies, the contact angle between both the contact surfaces 70 and 56 can be reduced. The deviation can be reduced. Accordingly, the reaction force output from the reaction force addition mechanism 32 is returned from the reaction force transmission arm 52 to the pedal side arm 43 in the step return direction Rf, that is, the return direction to the initial position P1 when the pad 44 is not depressed. Therefore, it can be transmitted efficiently without being dispersed (attenuated) as much as possible. As a result, the performance of each accelerator pedal device 30 can be sufficiently equalized.

  In general, the frequency at which the pedal arm 43 is depressed near the initial position P1 is higher than that near the maximum depression position P2. On the other hand, in the present embodiment, the width W1 of the contact surface portion 70 at the initial position P1 that is frequently depressed is increased. For this reason, the deviation of the contact angle between the two in the vicinity of the initial position P1 can be reduced over a wide range.

  Further, since the width W2 of the contact surface portion 70 (the width W2 of the maximum contact position P22) at the maximum depression position P2 where the depression frequency is low is not increased more than necessary, the brake pedal and harness adjacent to the pedal arm 43 are not required. It is possible to prevent the pedal side arm 43 from interfering with other members. As a result, the degree of freedom of arrangement of the accelerator pedal device 30 is increased.

  The vehicle accelerator pedal device 30 according to the present invention is suitable for use in a small passenger car.

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Car body 30 Vehicle accelerator pedal apparatus 32 Reaction force addition mechanism 41 Housing 42 Support shaft 43 Pedal side arm (pedal arm)
44 Pad 47 Extension part 51 Drive source 52 Reaction force transmission arm 55a Output shaft 56 Contact arm part 61 First arm part 62 Second arm part 70 Contact surface part (tubular member)
71 Contact surface 73 Central portion 74 One end portion 77 Side surface opposite to the vehicle width direction with respect to the position of the brake pedal 78 Surface opposite to the contact surface 79 Opening portion 79a Outer edge 81 Chamfered portion Ds Diameter of circle P1 Initial position P2 Maximum depression position r1 Curvature radius at the center r2 Curvature radius at one end Sr Circle with a diameter corresponding to the width of the contact surface W1 Contact width W2 Contact width

Claims (4)

A housing attachable to the vehicle body, a pedal side arm supported on the housing by a support shaft so as to be pivotable in the longitudinal direction of the vehicle body, a pad that the pedal side arm has and can be stepped on, A reaction force addition mechanism for adding a reaction force to the pedal side arm to a stepping operation force applied to the pad,
The reaction force addition mechanism includes an output shaft that rotates to output the reaction force to be applied, and a reaction force transmission arm that is coupled to the output shaft and transmits the reaction force to the pedal side arm. In an accelerator pedal device for a vehicle,
An end of one arm of the pedal side arm and the reaction force transmission arm has a contact arm portion,
The end of the other arm of the pedal side arm and the reaction force transmission arm has a contact surface portion that contacts the contact arm portion,
The pedal arm is capable of rotating between an initial position when the pad is not depressed and a maximum depressed position when the pad is depressed to the maximum extent,
When the pedal side arm is located at the initial position, the width of the contact surface part that can be contacted by the contact arm part is:
When the pedal side arm is located at the maximum depression position, the contact arm portion is set to be larger than the width of the contact surface portion that can contact ,
The vehicular accelerator pedal device is characterized in that the entire contact surface of the contact surface portion is formed in a circular arc surface, and the curvature of at least one end portion is set smaller than the curvature of the central portion . The reaction force adding mechanism is disposed at a higher position with respect to the housing,
The pedal-side arm includes a first arm portion that is supported on the housing by the support shaft so as to be turnable in the longitudinal direction of the vehicle body, and a second arm that is disposed outside the housing and is provided on the first arm portion. And consists of
The second arm portion has the pad and an extending portion that extends to the opposite side of the pad across the support shaft,
The contact surface part is a cylindrical member fitted and attached to the extension part,
The chamfered portion is formed on a surface of the cylindrical member opposite to the contact surface and on an outer edge of the opening into which the extending portion is inserted. 1 Symbol mounting of the accelerator pedal device for a vehicle. The contact surface portion is constituted by a member different from the other arm, and is formed in a non-target shape in the width direction and a non-target shape in the axial direction,
When the housing is attached to the vehicle body, of the left and right side surfaces of the contact surface portion, the side surface opposite to the brake pedal position in the vehicle width direction is formed in a flat shape. The accelerator pedal device for a vehicle according to claim 1 or 2, characterized by the above-mentioned. A housing attachable to the vehicle body, a pedal side arm supported on the housing by a support shaft so as to be pivotable in the longitudinal direction of the vehicle body, a pad that the pedal side arm has and can be stepped on, A reaction force addition mechanism for adding a reaction force to the pedal side arm to a stepping operation force applied to the pad,
The reaction force addition mechanism includes an output shaft that rotates to output the reaction force to be applied, and a reaction force transmission arm that is coupled to the output shaft and transmits the reaction force to the pedal side arm. In an accelerator pedal device for a vehicle,
An end of one arm of the pedal side arm and the reaction force transmission arm has a contact arm portion,
The end of the other arm of the pedal side arm and the reaction force transmission arm has a contact surface portion that contacts the contact arm portion,
Of the contact surface portions, a contact surface that contacts the contact arm portion is formed in an arc shape,
The vehicular accelerator pedal is characterized in that the curvature of the arc of at least one end of the contact surface is set smaller than the curvature of the circle when a circle having a diameter corresponding to the width of the contact surface is assumed. apparatus.

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