JPH01145230A - Treadling force lightening device for clutch pedal - Google Patents

Abstract

PURPOSE:To change the treadling feeling of a clutch pedal according to the kind of vehicle by installing a link mechanism between the clutch pedal and a spring member and making an auxiliary force for the clutch pedal by a spring member, different from the reaction force. CONSTITUTION:In a clutch pedal 2 an assisting lever part 6 is installed through an axially supporting tube 5 onto the basic edge part of a body 3 having a pedal installed at the basic edge. In this case, a shaft part 9a installed at one edge part of a crank lever 8 is inserted in slidable manners into a slot hole 10 formed on the top edge part of the assisting lever 6. Further, the center part of the crank lever 8 is pivotally supported onto a chassis side through an assisting pin 11. While, the other edge part 12 of the crank lever 8 is engaged in turnable ways onto one edge part 14 of a torsional coil spring 13 as spring member, and the other edge part 15 is pivotally supported onto the car body side. Therefore, a link mechanism 16 is constituted of the slot hole 10, crank lever 8, and the assisting pin 11.

Description

[Detailed Description of the Invention] (Objective of the Invention) (Industrial Application Field) This invention provides a clutch that reduces the pedal effort when the clutch pedal is depressed to disengage the clutch for intermittent power transmission in a vehicle. Relating to a pedal relief device.

(Prior Art) In order to interrupt power transmission to a vehicle, a clutch pedal of the vehicle is depressed, a clutch mask cylinder is actuated via a bushing rod attached to the clutch pedal, and the clutch is disconnected. When the clutch pedal is depressed, the reaction force acting on the clutch pedal increases due to the elastic force of a spring built into the clutch, the elastic force of a spring member attached to the clutch pedal, the oil pressure of the clutch mask cylinder, and the like.

Therefore, in order to reduce such reaction force acting on the latch pedal, a latch pedal reducing device as shown in FIG. 6, for example, is incorporated into the vehicle.

In FIG. 6, 101 is a pedal bracket fixed to the vehicle body, and a clutch pedal 102 is rotatably attached to this pedal bracket 101. The clutch pedal 102 consists of a lever main body 103 and an assist lever portion 104 that rotates integrally with the lever main body 103. The tip of the assist lever part 104 is a torsion coil spring 10.
5 and is engaged with one end 106 of the torsion coil spring 1
The other end 107 of 05 is engaged with the vehicle body. At the initial stage of depression of the clutch pedal 102, one end 106 of the torsion coil spring 105 is in position (A) in FIG.
At the final stage of depression, this one end 106 is at position (B). Therefore, when the one end 106 of the torsion coil spring 105 is in the position (A), the clutch pedal 1
It acts as a reaction force to the pedal force of 02, and becomes an auxiliary force to this pedal force when it is at position (B) beyond the dead point.

It is said that from an ergonomic point of view, if the maximum value of the depression force on the clutch pedal 102 is about a in FIG. 7, it will not feel heavy to the driver. Therefore, the depression force on the clutch pedal 102 (indicated by the solid line (c)) is the maximum value b when the clutch pedal depression force reduction device is not incorporated (indicated by the - dotted chain line (d)). , the maximum value is reduced to a by the force (indicated by the broken line (E)) that this device applies to the pedal.

(Problem to be Solved by the Invention) However, in such a latch pedal depression force reduction device, the depression force of the clutch pedal 102 reaches a maximum value a at a clutch pedal stroke of χ, and exceeds the point of χ. and is gradually decreasing. For this reason, in sports cars and the like, it is better to require approximately the same pressing force on the clutch pedal 102 (indicated by the two-dot chain line in FIG. 7) without decreasing the clutch pedal stroke when it exceeds χ. Desirable for driving sensation. Therefore, when the driver depresses the clutch pedal 102, the driver does not feel that the clutch pedal is fully pressed, but instead feels that the clutch pedal is released.

As a result, the driver of a sports car or the like has a problem in terms of driving sensation, as when the clutch pedal is depressed, the clutch pedal feels like the clutch pedal is released.

[Structure of the invention]

(Means for solving the problem) In order to solve this problem, there is a clutch pedal that disengages the clutch that interrupts the transmission of power to the vehicle, and a reaction force against the pedal force at the initial stage of depression of the clutch pedal. In the clutch pedal depression force reduction device, a link mechanism is interposed between the clutch pedal and the spring member, and a spring member that applies an auxiliary force to the depression force at the final stage of depression is provided. is configured to be different from the reaction force.

(Function) When the clutch pedal is depressed, the auxiliary force and reaction force to the pedal force differ depending on the link mechanism. Therefore, this auxiliary force can be lowered from a certain point in the pedal stroke than in the past. Therefore, in a sports car or the like, the driver does not feel as if he or she is stepping off the pedal, but gives the driver a feeling of satisfaction when stepping on the pedal.

(Example) The present invention will be explained below based on the drawings.

1 to 5 are diagrams showing an embodiment of a clutch pedal depression force reduction device according to the present invention.

First, the configuration will be explained. 1 and 2, a clutch pedal 2 is rotatably attached to a pedal bracket 1 fixed to a vehicle body. The clutch pedal 2 has a pedal body 3 with a pedal 4 attached to the tip.
It consists of a pivot tube 5 fixed to the base end of the pedal body 3, and an assist lever portion 6 fixed to the pivot tube 5 and rotating integrally with the pedal body 3.

One end 9 of a crank lever 8 is engaged with a tip 7 of the assist lever part 6. That is, a long hole 10 is formed in the tip 7 of the assist lever part 6, and a shaft portion 9a provided at one end 9 is slidably inserted into the long hole 10. An assist bin 11 is inserted into the center of the crank lever 8, and the assist bin 11 is attached to the pedal bracket 1. For this reason, the clutch lever 8
is rotatably supported by the pedal bracket via this assist bin 11. The other end 12 of the crank lever 8 is rotatably engaged with one end 14 of a screw 2 recoil spring 13 as a spring member, and the other end 15 is rotatably fixed to the vehicle body.

Here, the rotation center (01) of the crank lever 8 is located above the line connecting the rotation center (02) of the torsion coil spring 13 and the rotation center (03) of the torsion coil spring 3 in FIG. Located on the side. Note that the elongated hole 10, the crank lever 8, and the assist bin 11 constitute a link mechanism 16 as a whole.

Next, the effect will be explained.

When the clutch pedal 2 is depressed, the assist lever part 6 is at the upper right position at the beginning of the depression, and rotates to the lower right position at the end of the depression, as shown in FIG. Therefore, as the assist lever portion 6 rotates, the crank lever 8 and the torsion coil spring 3 also rotate.

Here, the rotation of the assist lever part 6, the crank lever 8, and the torsion coil spring 3 will be explained with reference to FIG. 3 as an explanatory diagram of the operation. In FIG. 3, members corresponding to those in FIG. 1 and FIG. 2 are given the same reference numerals.

At the other end 12 of the crank lever 8, the position @ (A) at the initial stage of depression of the clutch pedal 2 and the position (B) at the final stage of depression are the dead point position @ (C)
Suppose that it is at an equal distance from For this reason, the center of rotation (0
The angle (θ0) formed by positions (A) and (C) with respect to 3) is equal to the angle (θo) formed by positions (C) and (B).

Therefore, the other end 12 of the crank lever 8 receives the elastic force F of the torsion coil spring 13 at the position (A), and the other end 12 of the crank lever 8 receives the elastic force F of the torsion coil spring 13 at the position (A).
At B), it receives the elastic force F' of the torsion coil spring (B). The elastic force (F) that the other end 12 of the crank lever 8 receives, (FM and the component force of this elastic force (F) (F')
('1) The angle formed by (f+') is the angle (θ1).

(θ1 ′), this component force is f, which is “1=Fx
cos θ1, component force r,' is fl-=l''-XCO3θ
1'. Here, position (A) (B) is position (C)
Since it is at equal distance from F=F'', θ1−θ
It is 1-. Therefore, ([I=1”xcosθ+)
=(F−xcosθ+ −=f+ −).

The component force (11) (fl') is the crank lever,
8 in opposite directions, and this force is 1 ft (D) (E) at one end of the crank lever 8.
, f 2 = f + XJh /fL2 and f 2-= as the lever ratio of the crank lever 8, respectively.
It is expressed as f + 'Xl+ / intersection 2.

Since f, = f, -, (f2 = fIX love 1/1
2) = (f + −Xu+ /12 = f 2
-) yell.

One end 9 of the crank lever 8 at position (D) (E)
The force (f2) that acts on each.

(r2->(7) component force cf3), (f3-)
shall be. The force acting here (f2) and this component force (r3)
The angle (θ2) between the acting force (f2') and this component force (f3') is much larger (θ2>02').

This is because the rotation center (02) of the crank lever 8 is located above the line connecting the rotation center (01) of the assist lever 6 and the rotation center (03) of the torsion coil spring 13. Therefore, from the perspective of drawing, θ2>θ2−. The component forces (f3) (I'3-) are respectively f 3
=f2XCO3θ2゜r,,--f2-)loS
θ2- Howl. This component force (f3') appears as a force that attempts to rotate the assist lever 6 in mutually opposite directions.

Here, the radius of rotation (γ) at each of the positions (D) and (E) of the assist lever 6 is assumed to be 1r-).

Further, when the assist lever 6 is in the position (D>(E)), h acting on the pedal is (W) (Wi), respectively, and the rotation radius of the pedal body 3 is R.Clutch pedal 2
When the assist lever part 6 receives a component force (f3), the force W acting on the pedal 4 becomes W=γXf3/R. This W
appears as a reaction force against the pedal effort at the initial stage of depression.

When the component force (f3-) is received, the force W' acting on the pedal (4) becomes W'=γ-xf3-/R.

This W' appears as an auxiliary force to the pedal effort at the final stage of depression. Between the reaction force (W) and the auxiliary force (W'), γ=γ-, so W=γXf3/R<γ-Xf
The inequality 3-/R=W- holds true. That is, it shows that the assisting force W' at the end of the depression is larger than the force W at the beginning of the depression.

Therefore, if the force acting on the pedal 4 is shown by the solid line (G) in FIG. 4 in relation to the pedal stroke, then
The force (g) acting on the pedal 4 becomes larger as an auxiliary force at the end of the depression beyond the dead point (d) than the force acting on the conventional pedal (indicated by 1jl (ch)).

This indicates that the auxiliary force (W') shows the maximum value at the pedal stroke X, whereas the force acting on the conventional pedal shows the maximum value at the pedal stroke y, and then gradually decreases. ing.

In this way, as shown in FIG. 5, the force acting on the pedal 4 (indicated by the broken line ') gradually decreases from the pedal stroke beyond the dead point (d), so that the clutch pedal 5 The pedaling force (indicated by the solid line) reaches its maximum value at a when the pedal stroke is at point X, and thereafter does not decrease as much as in the conventional case (indicated by the - dotted chain line). Therefore, even when the clutch pedal 2 is depressed, the driver does not feel that the clutch pedal 2 is released all the time, and the driver feels that the clutch pedal 2 is fully depressed. As a result, when the driver of a sports car or the like depresses the clutch pedal 11, he/she feels a feeling of satisfaction, and thus the driver becomes more disciplined in driving and the driving sensation is improved.

In the above embodiment, the elongated hole 10 is formed at the tip of the assist lever section 6, but the elongated hole may be formed at one end 9 of the crank lever 8. Also,
Although the rotation center (02) of the crank lever 8 is located above the line connecting the clutch pedal rotation center (01) and the rotation center (03) of the torsion coil spring 3, the present invention is not limited thereto. , may be located below this line.

In this way, the feeling of pressing the clutch pedal can be changed depending on the vehicle type. Therefore, the driving sensation can be improved depending on the vehicle type.

〔Effect of the invention〕

As explained above, according to the present invention, a link mechanism is interposed between the clutch pedal and the spring member to make the auxiliary force different from the reaction force. Therefore, the driving sensation can be improved depending on the type of vehicle. For example, in a sports car or the like, even when the driver depresses the clutch pedal, the driver does not feel as if the clutch pedal is being released all the time, but rather gives the driver a feeling of satisfaction. l/ /:: Once in the past, when driving a sports car, etc., the driver feels a sense of satisfaction when stepping on the pedal, so the driving becomes more disciplined and the driving sensation improves.

[Brief explanation of the drawing]

1 to 5 are diagrams showing an embodiment of a clutch pedal depression force reduction device according to the present invention, FIG. 1 is a side view of this clutch pedal depression force reduction device, and FIG. 2 is a side view of this clutch pedal depression force reduction device. 3 is an action explanatory diagram illustrating the force acting on the clutch pedal at the initial and final stages of depression of the clutch pedal, and FIG. 4 is a diagram showing the relationship between the force acting on the clutch pedal and the pedal stroke. The graph shown in FIG. 5 is a graph showing the relationship between clutch pedal depression force and clutch pedal stroke. 6 and 7 are diagrams showing the conventional clutch pedal depression force reduction [2], FIG. 68 is a side view of this clutch pedal depression force reduction device, and FIG. 7 shows the clutch pedal depression force reduced by the clutch pedal stroke. This is a graph shown in relation to 2... Clutch pedal 13... Torsion coil spring 8... Crank lever 10... Long hole 16... Link mechanism 1
1...Assist bin

Claims (1)

[Claims] The clutch pedal is equipped with a clutch pedal that disengages a clutch that connects and disconnects the transmission of power to the vehicle, and a spring member that provides a reaction force to the pedal effort at the initial stage of depression of the clutch pedal, and provides an auxiliary force to the depression force at the end of depression of the clutch pedal. A clutch pedal depression force reducing device, characterized in that a link mechanism is interposed between the clutch pedal and the spring member so that the auxiliary force is different from the reaction force.