JPH04121432A - Accelerating pedal device for vehicle - Google Patents

Abstract

PURPOSE:To keep a driver's pedaling force under a crowded condition of vehicles without becoming fatigued by producing smaller composite repulsion in an initial pedaling amount range of an accelerating pedal than in intermediate and final pedaling amount ranges by means of mutual action of a coil spring and an energizing means. CONSTITUTION:In case that an pedaling amount of an accelerating pedal Acc is increased or decreased, a synthetic repulsion is specified by means of torsion resiliency of inner and outer coil springs 90, 100 applied conversely with resiliency of a coil spring 143 in an initial operation amount range based on damping force of a frictional disc 130. It is specified only by the torsion resiliency of the inner and outer coil springs 90, 100 in an intermediate operating amount range. It is further specified by torsion resiliency of the inner and outer coil springs 100 applied in the same direction of resiliency of a coil spring 144 in a final pedaling amount range. A driver can do with small pedaling force for instance, in the initial pedaling amount range, and can keep the pedaling force without becoming fatigued even under a crowded condition of vehicles.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an accelerator pedal device for a vehicle, and is particularly suitable for use in a vehicle equipped with a system that electrically controls the amount of energy supplied to a prime mover. The present invention relates to an accelerator pedal device.

(Prior Art) Conventionally, in this type of accelerator pedal device, as shown in Japanese Utility Model Publication No. 63-49554, a circuit is mounted on both side walls of a substantially square annular base fixed to the front part of the driver's seat floor of a vehicle. A rotating shaft is rotatably supported, a pedal arm of an accelerator pedal is integrally connected to the outer end of the rotating shaft at an intermediate portion thereof, and a fill-shaped return spring is installed between both side walls of the base frame. one end of the return spring is fixed to one of the both side walls, while the other end of the return spring is loosely fitted coaxially to the rotation shaft, and the other end of the return spring is fitted to the pedal arm from the connection part with the rotation shaft. is locked from below on the accelerator pedal side, and when the accelerator pedal is depressed, the pedal arm rotates downward against the torsional repulsive force of the return spring to rotate the rotation shaft, On the other hand, when the amount of depression of the accelerator pedal decreases, the pedal arm is rotated upward by the action of the torsional repulsive force of the return spring, and the rotation shaft is rotated in the opposite direction.

(Problem to be Solved by the Invention) However, in such a configuration, the torsional repulsive force of the return spring changes linearly with a change in the amount of depression of the accelerator pedal, so the driver cannot press the accelerator pedal. Depending on the depression force of the accelerator pedal, it is not possible to clearly recognize whether the depression amount of the accelerator pedal has reached the maximum amount or not.
As a result, the driver tends to erroneously try to further depress the accelerator pedal even though the amount of depressing the accelerator pedal is at the maximum. Additionally, if you try to increase the accelerator pedal depression force near the maximum accelerator pedal depression, the above-mentioned linear change will also increase the accelerator pedal depression force near the minimum accelerator pedal depression,
As a result, there has been a problem in that drivers are easily fatigued when vehicles are congested.

To deal with this, as shown in Japanese Patent Application Laid-open No. 1-92537, an accelerator pedal and an electronically controlled actuator are connected via a spring, and the force of the spring acting on the accelerator pedal is transferred to the electronically controlled actuator. It is also possible to change the accelerator pedal depression force by changing the accelerator pedal, but in such a case, the above-mentioned electronically controlled actuator would have to be an essential component, which would increase costs and complicate the configuration. .

SUMMARY OF THE INVENTION In order to address the above-mentioned problems, the present invention aims to provide a vehicle accelerator pedal device with a simple configuration that provides a comfortable feeling to the driver when depressing the accelerator pedal. be.

(Means for Solving the Problems) In order to solve the above problems, the configuration of the present invention provides a vehicle equipped with a stem that electrically controls the amount of energy supplied to the prime mover in consideration of the amount of depression of the accelerator pedal. a housing fixed to a stationary member at a suitable location in front of the driver's seat of the vehicle; a rotation shaft rotatably supported within the housing and rotated in accordance with the amount of depression of the accelerator pedal;
A rotating member integrally supported by the rotating wheel within the housing, and an outer wall of the rotating member and an inner wall of the nozzling that are loosely fitted to the rotating shaft within the housing. a coil spring that generates a torsional repulsive force in a direction that opposes the depression force of the accelerator pedal by locking each end thereof in a part; A biasing means is provided which generates a force and eliminates the biasing force in both an intermediate depression amount range and a final depression amount range of the accelerator pedal.

(Function) By configuring the present invention in this way, in the process of pressing the accelerator pedal, the rotation member is rotated in the same direction as the rotation shaft is rotated in one direction according to the amount of depression of the accelerator pedal. As the coil spring rotates in this direction, the torsional repulsion force generated by the coil spring in a direction opposite to the depression force of the accelerator pedal increases. Further, at this time, the urging force of the urging means is generated against the torsional repulsion force of the coil spring in the initial pressing amount range, and disappears in both the intermediate pressing amount range and the final pressing amount range. . Further, such an effect is similarly established in the process of decreasing the amount of depression of the accelerator pedal.

In other words, in the initial depression amount range of the accelerator pedal, the difference between the torsional repulsive force of the fill spring and the biasing force of the biasing means acts on the accelerator pedal as a composite reaction force corresponding to the depression force. . Further, in both the intermediate depression amount range and the final depression amount range of the accelerator pedal, only the torsional repulsive force of the coil spring acts on the accelerator pedal as a composite reaction force corresponding to the depression force.

(Effect) Therefore, the resultant reaction force in the initial depression amount range is smaller than the resultant reaction force in the intermediate depression amount range and the final depression amount range. Therefore, in the range of the initial depression amount of the accelerator pedal, the depression force is small, and as a result, even in traffic jams, the driver can maintain the depression force of the accelerator pedal without becoming fatigued. Furthermore, since the above-mentioned effects can be achieved through the interaction of the coil spring and the biasing means, it is possible to prevent the increase in cost and complexity of the structure of this type of device.

Further, in the present invention, the biasing means generates a biasing force in the same direction as the torsional repulsive force of the fill spring in the final depression range of the accelerator pedal, and the biasing force in the intermediate depression range of the accelerator pedal. In the case where each biasing force is made to disappear, in the final depression amount range of the accelerator pedal, the sum of the torsional repulsive force of the fill spring and the biasing force of the biasing means is the depression force applied to the accelerator pedal. acts as a resultant reaction force corresponding to . Therefore, in addition to achieving the same effect as described above, the pressing force must be increased in the range of final pressing amount of the accelerator pedal, and as a result, the driver cannot press the accelerator pedal. It can be reliably recognized that the amount of depression is near the maximum.

(Example) Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an example of an accelerator pedal device according to the present invention suitable for adoption in a vehicle equipped with an electronic fuel injection control system E. It shows. This accelerator pedal device has a housing 10, which is fixed to a suitable stationary member on the back side of the front lower part of the driver's seat of the dash board located on the front wall of the passenger compartment of the vehicle. There is. This housing 10, as shown in FIGS. 1 and 2,
It is composed of a stepped cylindrical housing member 10a and a generally U-shaped housing member 10b in cross section. It is coaxially assembled to the housing member 10a by tightening the screws lla. The fuel injection control/stem E is based on a control pattern in which the relationship between the rotational speed of the diesel engine of the vehicle and the amount of displacement of the fuel adjustment member of the fuel injection pump is determined using the amount of depression of the accelerator pedal Acc as a parameter. The amount of displacement of the fuel adjustment member, that is, the amount of fuel injected into the diesel engine is controlled in accordance with the detected value of the rotational speed and the detection result of a rotation angle sensor S, which will be described later.

The rotation shaft 20 has its base end 21 connected to the housing member 10.
It is pivotally supported via a ball bearing 21a in an annular boss 12 formed at the center of b, and its distal end side intermediate portion 22 is
It is pivotally supported via a ball bearing 22a in a hollow part of an annular wall 13 formed on the inner circumferential surface of the approximately center of the housing member 10a, and rotates coaxially within the housing member under the action of a stop ring 21b to prevent removal. It is supported freely and immovably in the axial direction. A driven gear 3 is disposed at a distal end portion 23 of the rotating shaft 20 extending into the small diameter portion 14 of the housing 10.
0 is coaxially fitted in the shaft hole 31 (see FIG. 5), and this driven gear 30 is fitted in the male threaded portion 23a of the tip 23 (see FIGS. 1, 3, and 4). It is prevented from coming off by tightening the nut 32 (see figure). Further, the driven gear 3o has a pair of plane parts 31a, 3]a formed on the inner circumferential surface of the shaft hole 31 so as to be axially symmetrical and parallel to each other, as shown in FIG. This driven gear 30 has flat parts 23b, 23b formed axially symmetrically and parallel to each other on the outer circumferential surface of the tip 23 of the rotating shaft 20, as shown in FIGS. 3 and 4. Each plane part 31a, 31
a are polymerized, so that they cannot rotate relative to the rotation shaft 20.

The driving gear 4o that meshes with the driven gear 30 has an opening 1 formed in the peripheral wall portion of the small diameter portion 14 of the housing member 10a.
The drive gear 40 is rotatably supported within the drive gear 4a by means not shown, and a pedal arm is provided on one end surface of the drive gear 40.
50 is welded at its proximal end. However, the number of teeth of the drive gear 40 is greater than the number of teeth of the driven gear 30.

The pedal arm 50 passes through the lower part in front of the driver's seat of the dungeon board and extends toward the interior of the vehicle so as to be tiltable in the vertical direction.The tip 52 of the pedal arm 50 has an accelerator pedal Acc that can be depressed. It is pivoted.

The plate-like lever 60 is pressed into a shape as shown in FIG. It is fitted coaxially to the tip end 23 of the rotation shaft 20. Further, the central annular portion 61 of the lever 60 has a pair of flat portions 61a, 61a axially symmetrically parallel to the inner peripheral surface thereof.
This central annular portion 61 is formed by forming each flat portion 61
a, 61a to each flat portion 23b of the tip portion 23 of the rotating shaft 20.
, 23b, respectively, so that they cannot rotate relative to the rotation shaft 20.

The lever 60 has a pair of arms 62.62, which extend outward from the outer periphery of the central annular portion 61 in a symmetrical manner, and have distal ends 62a,
At 62a, they are bent in the same direction in an L-shape as shown in FIGS. 1 and 6.

Thus, each tip 62a of both arms 62,62 is engaged with a rotating member within the rotation angle sensor S.

The rotation angle sensor S is composed of a rotary robot silane meter, and as shown in FIG.
Annular flange portion 1 of small diameter portion 14 of housing member 10a
4a, by tightening each screw 14b coaxially. Note that the rotation angle sensor S detects the rotation angle of the rotation shaft 20 by being rotated by the tip portions 62a, 62a of the lever 60 using its rotation member. This rotation angle sensor S
The detected rotation angle corresponds to the amount of depression of the accelerator pedal Acc from its original position.

The rotating member 70 has a hollow shaft 71 (see FIG. 1 and FIGS. 7 to 9) coaxially fitted to the rotating shaft 2o, and a hollow shaft 71 (see FIGS. 1, the hollow shaft 71 of the rotating member 70 is in contact with the inner ring of the ball bearing 22a at its left end. Furthermore, a pair of approximately crescent-shaped notches 71a, 71a are formed at the right end of the inner peripheral surface of the hollow shaft 71 symmetrically with respect to the axis of the hollow shaft 71, as shown in FIGS. 8 and 9. In each of these notches 71a, 71a, a substantially crescent-shaped protrusion is formed symmetrically with respect to the axis, as shown in FIGS. Each claw part 24, 24 is engaged with each other (see Fig. 1)
. This means that the (III) member 20 is held between the ball bearing 22a and the claw portion 24 so as not to be displaceable in the axial direction and not to rotate relative to the rotation shaft 20.

As shown in FIGS. 1, 7, and 8, a pushing portion 73 is provided on one side of an annular seven-run portion 72 coaxially extending outward from an intermediate portion of the hollow shaft 71. The pushing portion 73 has a groove 73a formed in an arc shape with the axis of the hollow shaft 71 as the center. However,
In this groove 73a, an annular groove 1 of the housing member IQa is provided.
In FIGS. 1 and 2 of FIG. 3, a guide pin 13a extending into the large diameter portion 15 from the thin wall portion, which is the lower half of the drawing, is loosely fitted so as to be relatively displaceable. Therefore, this guide pin 13a is connected to the groove 7.
The rotation range of the rotation member 70 is restricted within a predetermined rotation range by engagement with both ends of the rotation member 38 . However, this predetermined rotation range corresponds to the range in which the accelerator pedal Ace can be depressed, and as the rotation member 70 rotates clockwise (or counterclockwise) as shown in FIG. When the right end (or left end) of 73a is engaged, the accelerator pedal Acc is at its minimum (
or maximum).

The cylindrical member 80 has at one end, as shown in FIG.
The cylindrical member 80 is coaxially fitted into the annular protrusion 72a from the other side of the 7 flange portion 72 of the rotating member 70.
It coaxially surrounds the rotation shaft 20 and extends into the housing member 10b. Inside this cylindrical member 80, an inner coil spring 90 is loosely fitted coaxially to the rotating shaft 20, and this inner coil spring 90 is rotated by an annular hook portion 91 formed at one end thereof. Projection 7 of member 70
It is irremovably engaged with a knock pin 74 that protrudes from the end surface of 28 from the position shown in FIGS. 1, 8, and 9.

On the other hand, a hook portion 92 formed at the other end of this inner coil spring 90 is located on the other side of the rotation shaft 20 from the dowel pin 74, parallel to the rotation shaft 20 of the housing member 10a, and connected to the flange portion 11 of the housing member 10a. It is irremovably locked to a knock pin 16 fitted between the outer peripheral edge of the side wall of the member 10b.

The outer fill spring 100, as shown in FIG.
The cylindrical member 80 is located within the large diameter portion 15 of the housing member 10a.
The outer coil spring 100 has an annular hook portion 101 formed at one end of the outer coil spring 100, and a semicircle formed at the position shown in FIG. It is irremovably locked to seven knock pins 75 extending from the flange portion 72 within the shaped notch 72b. On the other hand, the hook portion 102 formed at the other end of the outer fill spring 100 is parallel to the rotation shaft 20 on the other side of the rotation shaft 20 than the knock pin 16, and is connected to the flange portion 11 of the housing member 10a and the housing member 10t+. It is irremovably locked to a knock pin 17 fitted between the outer circumferential edge of the side wall (see FIGS. 1 and 2). However, the outer fill spring 100 and the inner coil spring 90 are wound in the same direction with a predetermined torsional repulsive force applied thereto. In addition, in FIG. 1, each code|symbol 8182 shows the notch of the cylindrical member 80, respectively.

Inside the housing member 10t), the disc 110 is
The annular boss 111 is loosely fitted to the base end 21 of the rotating shaft 20 so as to be able to slide in the axial direction, and the disc 111 is
An annular portion 112 protruding outward from a portion of its outer periphery is loosely fitted onto the knock pin 16 and cannot be rotated.

A coil spring 120 is interposed between the center portions of the disk 110 and the housing member 1°b, and this coil spring 120 biases the disk 110 to the left in FIG. 1.

On the left side of the disk 110 in FIG. A pair of protrusions 132 are provided on one side peripheral edge of the solid shaft hole 131 of 1.30.
, 132 are formed in a protruding manner to have the shape shown in FIGS. 10 and 11. However, both protrusions 132, 13
2 are located symmetrically with respect to the center of the solid shaft hole portion 131. As shown in FIG. 4, each protrusion 132, 132 has a substantially crescent-shaped claw portion 25, which is formed on the proximal end 21 side of the outer peripheral surface of the rotating shaft 20 and protrudes symmetrically with respect to the axis, as shown in FIG. 25 and friction discs 13 respectively.
0 and disables relative rotation between the friction disk 130 and the rotation shaft 20. Further, an annular friction plate portion 133 is formed on the outer periphery of the other surface of the friction disk 130, as shown in FIGS. It exerts braking force under pressure.

As shown in FIGS. 1, 2, and 13, the biasing mechanism 140 is provided in a thick portion corresponding to the upper half of the annular wall 13 of the housing member 10a in the drawing. This biasing mechanism 140 includes a pair of pistons 141 having the same shape.
, 142, each of these pistons 141, 14
2 are respectively fitted into cylinder holes 13b and 13c of the same shape formed in a thick portion of the annular wall 13 so as to be slidable in the axial direction. The piston 141 has a rod 141a, and this rod 141a is connected to the cylinder hole 13b.
The pushing portion 73 of the rotating member 70 extends through the bottom wall opening.
It comes into contact with a raised portion 73b (see FIG. 7) raised in the center of one side of the inclined circumferential surface from above. On the other hand, the piston 142 has a rod 1428, and this rod 142a extends through the bottom wall opening of the cylinder hole 13c and extends from the center of the other side inclined circumferential surface of the pushing part 73 of the rotating member 70. It comes into contact with a raised portion 73c (see FIG. 7) from above. However, both/linda 13b, 1
3c each includes a first axis including the axis of the housing member 10a.
In Figure 3, they are located symmetrically and parallel to the vertical plane on both sides of the vertical plane.

Each fill spring 143, 144 having the same shape has a first
As shown in Fig. 2 and Fig. 13, each hole 1
3b and 13c, respectively, and each of these coil springs 143 and 144 is respectively locked at one end to the inner end surface of each piston 141 and 142, and at the other end to each seat. Plate 143a, 144a
The pistons 141 and 142 are respectively latched to the cover plate 145 via the pistons 145 and biased toward the respective protrusions 73b and 78C of the pushing portion 73 of the rotating member 70. However, the spring constants of the coil springs 143 and 144 are the same. Note that the cover plate 145 closes the openings of the respective cylinder holes 13b and 13c by tightening the ports 145a.

Therefore, in this biasing mechanism 140, the rotating member 70
The state in which the raised portion 73b is pushing the piston 141 (
(corresponding to the initial depression range of the accelerator pedal Acc), when the rotating member 70 rotates clockwise, the sum of the torsional repulsive forces of the inner coil spring 90 and the outer coil spring 100 and the friction disk 130 are combined. The difference between the sum of the braking force and the repulsive force of the coil spring 143 acts on the accelerator pedal Ace as a composite reaction force corresponding to the depression force. On the other hand, when the rotating member 70 rotates counterclockwise, the sum of the torsional repulsive forces of the inner fill spring 90 and the outer coil spring 100, the repulsive force of the coil spring 143, and the braking force of the friction disk 130 are combined. The difference between the two acts on the rotation of the rotation member 70 in the counterclockwise direction as a resultant reaction force.

Further, when the raised portions 73b and 73c of the rotating member 70 are in a non-contact state with the respective pistons 141 and 142 (corresponding to the intermediate depression range of the accelerator pedal Acc), the rotating member 70 is rotated clockwise. During operation, the sum of the torsional repulsive forces of the inner coil spring 90 and the outer coil spring 100 and the braking force of the friction disk 130 act as a composite reaction force, and the rotating member 700 moves counterclockwise. When rotating, the inner coil spring 90 and the outer coil spring 1
The difference between the sum of both torsional repulsive forces of 00 and the braking force of the friction disk 130 acts as a composite reaction force.

Further, when the raised portion 73c of the rotating member 70 is in a state where the piston 142 is being pushed (corresponding to the final depression range of the accelerator pedal AcC), when the rotating member 700 rotates clockwise, the inner coil The sum of the torsional repulsive force of both the spring 90 and the outer coil spring 100, the braking force of the friction disk 130, and the repulsive force of the coil spring 144 acts on the accelerator pedal Ace as a composite reaction force corresponding to the depression force thereof. On the other hand, when the rotating member 70 rotates counterclockwise, the sum of the torsional repulsive forces of the inner coil spring 90 and the outer fill spring 100 and the repulsive force of the coil spring 144, and the braking force of the friction disk 130 are combined. The difference acts on the rotation of the rotation member 70 in the counterclockwise direction as a resultant reaction force.

In the first embodiment configured in this manner, when the accelerator pedal Acc is at the position of the minimum depression amount (that is, the original position), the rotation member 70 is moved to the clockwise rotation end as shown in FIG. Maintained.

At this time, the piston 141 has its rod portion 1418
At this time, the rotary member 73 is pushed against the fill spring 143 by the raised portion 73b and is slid upward within the cylinder hole 13b. Further, the guide bottle 13a is connected to the pushing part 73.
It is engaged with the right end of 738.

In this state, when the accelerator pedal AcC is depressed within the initial depression range, the drive gear 40 rotates in one direction in response to the downward tilting of the pedal arm 50, and the driven gear 4130 rotates in the other direction. The rotating shaft 20 is rotated in the same direction. At this time, since the number of teeth of the driven gear 30 is smaller than the number of teeth of the drive gear 40, the depression force of the accelerator pedal Ace is amplified and transmitted to the rotation shaft 20. This makes it easier to press the accelerator pedal Acc.

As described above, when the rotating shaft 20 rotates in the same direction as the driven gear 30, the lever 60, the rotating member 70, and the friction disk 130 rotate integrally with the rotating shaft 20 in the same direction. Then, the rotation angle sensor S detects the rotation angle of the lever 60 as it rotates, and applies this detection result to the fuel injection control/stem E as a value corresponding to the amount of depression in the initial depression amount range of the accelerator pedal Ace. do. Further, when the rotating member 70 rotates as described above, the pushing part 73 rotates in the same direction while being guided by the guide pin 13a in the groove 73a, and in response to this rotation, the coil spring 143 The rod 1 of the piston 141 while linearly decreasing its repulsive force.
41a is brought into contact with the raised portion 73b of the pushing portion 73 as it extends.

At this time, since the rotating member 70 is rotated against both the inner coil spring 90 and the outer fill spring 100, the sum of the torsional repulsive forces of the inner coil spring 90 and the outer coil spring 100 is the rotation member 70. 70
(in other words, the amount of depression of the accelerator pedal Acc). Further, as the friction disk 130 rotates, the friction plate portion 133 generates a braking force by pressure contact with the disk 110 due to the biasing of the coil spring 120, and as described above, the accelerator pedal Acc'';: initial stage. When the accelerator pedal is depressed within the depression range, the inner coil spring 90 increases linearly according to the depression amount of the accelerator pedal Acc.
The difference between the sum of both torsional repulsive forces of the outer coil spring 100 and the repulsive force of the fill spring 143, which decreases linearly according to the amount of depression of the accelerator pedal ACC, and the braking force of the friction disk 130 is the accelerator. It acts as a composite reaction force corresponding to the Q force of the pedal Acc. Therefore, the resultant reaction force in the initial depression range of the accelerator pedal Ace becomes maximum when the piston 141 comes into contact with the bottom wall of the cylinder hole 13b (see FIG. 15). Further, such a linear increase process of the resultant reaction force is specified by the illustrated straight line L1 in FIG. 19 in relation to the amount of depression of the accelerator pedal Acc. However, point 8 is the accelerator pedal Ace
The dot indicates the resultant reaction force when the amount of depression of the accelerator pedal Acc is the minimum, and the dot indicates the resultant reaction force when the amount of depression of the accelerator pedal Acc is the maximum in the initial depression amount range.

Then, when the accelerator pedal Ace is depressed in the intermediate depression range, the driving gear 40 and the driven gear 3
In response to the rotation of the rotation shaft 2o due to the rotation of the lever 60.
The rotating member 70 and the friction disk 130 both rotate in the same direction. Then, the rotation angle sensor S detects the rotation angle of the lever 60 as it rotates, and sends this detection result to the fuel injection control/stem E as a value corresponding to the depression amount in the accelerator pedal Acc (D intermediate depression amount range). In addition, as the rotating member 70 rotates as described above, the pushing member 73 causes the protruding portion 73b to dissociate from the piston 141.
It rotates in the same direction while being further guided by the guide pin 13a in the groove 738. At this time, since the rotating member 70 is rotated against both the inner coil spring 90 and the outer fill spring 100 as described above, the inner coil spring 90 and the outer coil spring 100 are rotated.
The sum of both torsional repulsive forces further increases linearly in accordance with the rotation of the rotating member 7o. Further, a braking force accompanying the rotation of the friction disk 130 is generated in the same manner as described above.

As described above, when the accelerator pedal Ace is depressed within the intermediate depression range, the inner fill spring 90 increases linearly in accordance with the depression amount of the accelerator pedal Acc.
The sum of both torsional repulsive forces of the outer coil spring 100 and the braking force of the friction disk 130 acts as a composite reaction force corresponding to the depression force of the accelerator pedal Ace (see FIG. 16). Therefore, the composite reaction force in the intermediate depression range of the accelerator pedal Acc is caused by the sliding portion 73 of the piston 142 in contact with the bottom wall of the cylinder hole 13c.
Rod portion of raised portion 73c] When in contact with 42a (17th rod portion)
(see figure). Further, such a linear increase process of the resultant reaction force is specified by the illustrated straight line L2 in FIG. 19 in relation to the amount of depression of the accelerator pedal Ace. However, point C indicates the resultant reaction force when the accelerator pedal Acc is at its maximum depression amount in the intermediate depression amount range. Note that the reason why the slope of the straight line L2 is smaller than the slope of the straight line L1 is because the raised portion 73b of the pushing portion 73 is separated from the piston 141.

After that, when the accelerator pedal Ace is depressed within the final depression range, the lever 60 is rotated in response to the rotation of the rotation shaft 20 accompanying the rotation of the driving gear 40 and the driven gear 30, as described above.
, both the rotating member 70 and the friction disk 130 further rotate in the same direction. Then, the rotation angle sensor S detects the rotation angle of the lever 60 as it rotates, and applies this detection result to the fuel injection control system E as a value corresponding to the depression amount in the final depression amount range of the accelerator pedal Ace. .

Further, as the rotating member 70 rotates as described above, the pushing part 73 rotates in the same direction while being further guided by the guide pin 73a in the groove 73a, and in response to this rotation, the coil spring 144 is pushed through the piston 142 to the pushing part 73
It is pushed by the raised portion 73c and contracts while linearly increasing the repulsive force.

At this time, since the rotating member 70 is rotated against both the inner coil spring 90 and the outer coil spring 100 as described above, the torsional repulsive force of both the inner coil spring 90 and the outer coil spring OO The sum further increases linearly as the rotating member 70 rotates. Further, as the friction disk 130 rotates, it generates a braking force in the same manner as described above.

As described above, when the accelerator pedal ACc is depressed within the final depression range, the torsional repulsion of both the inner coil spring 90 and the outer coil spring 100 increases linearly according to the depression amount of the accelerator pedal Acc. The sum of the force, the repulsive force of the coil spring 144 that increases linearly according to the amount of depression of the accelerator pedal Ace, and the braking force of the friction disk 130 is the accelerator pedal Acc.
acts as a resultant reaction force corresponding to the stepping force. Therefore, the resultant reaction force in the final depression range of the accelerator pedal Acc is generated by the sliding action against the coil spring 144 in the ring hole +3c of the piston 142 (see FIG. 18).
becomes maximum. At this time, the guide pin 13a is inserted into the groove 73.
Engage with the left end of a. Further, such a linear increase process of the resultant reaction force is specified by the illustrated straight line L3 in FIG. 19 in relation to the amount of depression of the accelerator pedal Ace. However, point d indicates the resultant reaction force when the accelerator pedal Ace is at its maximum depression amount in the final depression amount range. Note that the reason why the slope of the straight line L3 is larger than that of the straight line L2 is because the repulsive force of the coil spring 144 is included in the composite reaction force in an additive manner.

Further, when the amount of depression of the accelerator pedal Ace is at the maximum value of the final depression amount range, when the amount of depression of the accelerator pedal Acc is decreased within the final depression amount range, the drive gear 40 tilts the pedal arm 50 upward. The driven gear 30 rotates in one direction, causing the rotation shaft 20 to rotate in the same direction. When the rotating shaft 20 rotates in the same direction as the driven gear 30 in this manner, the lever 60, the rotating member 70, and the friction disk 130 rotate integrally with the rotating shaft 20 in the same direction. Then, the rotation angle sensor S detects the rotation angle of the lever 60 as it rotates, and provides this detection result to the fuel injection control system E as a value corresponding to the depression amount in the final depression amount range of the accelerator pedal Acc. . Also,
When the rotating member 70 rotates as described above, the pushing part 73 rotates in the same direction at 738 while being guided by the guide pin 13a, and in response to this rotation, the coil spring 1
44, the piston decreases its repulsive force linearly]
42 while bringing the mouth/throat 142a into contact with the raised part 73c of the pushing part 73 (.

At this time, since the rotating member 70 is rotated in the direction of the torsional repulsive force of both the inner coil spring 90 and the outer coil spring 100, the inner coil spring 9
The sum of the torsional repulsive forces of both the zero and outer coil springs 100 decreases linearly as the rotating member 700 rotates. Furthermore, as the friction disk 130 rotates, it generates a braking force in the same manner as described above.

As described above, when the amount of depression of the accelerator pedal Ace is decreased within the final amount of depression, the inner coil spring 90 and the outer coil spring 100 decrease linearly in accordance with the decrease in the amount of depression of the accelerator pedal Acc. The difference between the sum of both torsional repulsive forces of the accelerator pedal Acc and the repulsive force of the coil spring 144, which decreases linearly as the amount of depression of the accelerator pedal Acc decreases, and the braking force of the friction disk 130 is the It acts as a composite reaction force corresponding to the reduction in the amount of depression. Therefore, the resultant reaction force accompanying the decrease in the depression amount of the accelerator pedal Acc in the final depression amount range becomes minimum when the piston 142 comes into contact with the bottom wall of the seven-ring hole 13c. Further, such a linear decreasing process of the resultant reaction force is specified by the illustrated straight line L4 in FIG. 19 in relation to the decrease in the amount of depression of the accelerator pedal Ace. However, point f indicates the combined reaction force when the amount of depression of the accelerator pedal Acc is the minimum within the final depression amount range. Moreover, the interval specified by the line segment de between the double-sided lines L4 and L3 is
Friction disc 1300 Hysteria between the increase and decrease of the amount of depression of the accelerator pedal Acc that occurs in relation to the braking force/
characteristics.

Then, when the depression amount of the accelerator pedal Acc is decreased in the intermediate depression amount range, in response to the rotation of the rotation shaft 20 accompanying the rotation of the drive gear 40 and the driven gear 30, as described above,
Lever 60. Both the rotating member 7° and the friction disk 130 rotate in the same direction.

Then, the rotation angle sensor S detects the rotation angle of the lever 6o as it rotates, and sends this detection result to the fuel injection control system E as a value corresponding to a decrease in the amount of depression in the intermediate amount range of the accelerator pedal Ace. Give. Further, as the rotating member 7o rotates as described above, the pushing member 73 moves the groove 73 under the dissociation of the protruding portion 73c from the piston 142.
At point a, it rotates in the same direction while being further guided by the indoor bin 13a. At this time, since the rotating member 7o is rotated in the direction of the torsional repulsive force of both the inner coil spring 9o and the outer coil spring 100 as described above, both the inner coil spring 90 and the outer coil spring 100 are torsionally rotated. The sum of the repulsive forces further decreases linearly in accordance with the rotation of the rotating member 7o. Further, a braking force accompanying the rotation of the friction disk 130 is generated in the same manner as described above.

As described above, when reducing the amount of depression of the accelerator pedal ACC 17) within the intermediate depression amount range, the inner coil spring 9o and the outer fill spring 10 linearly decrease as the amount of depression of the accelerator pedal Acc decreases.
The difference between the sum of the two torsional repulsion forces and the braking force of the friction disk 130 acts as a composite reaction force corresponding to a decrease in the amount of depression of the accelerator pedal Acc. However, the accelerator pedal Ac
The resultant reaction force in the intermediate depression amount range e is at its minimum when the protruding portion 73b of the pushing portion 73 contacts the rod portion 141a while the piston 141 contacts the bottom wall of the cylinder hole 13b. Further, such a linear decreasing process of the resultant reaction force is specified by the illustrated straight line L5 in FIG. 19 in relation to the amount of depression of the accelerator pedal AcC. However, point g indicates the resultant reaction force when the accelerator pedal Ace is at its minimum depression amount in the intermediate depression amount range. In addition, double-sided line L5
．． The interval between L2 exhibits similar hysteresis characteristics as described above.

Thereafter, when the amount of depression of the accelerator pedal Acc is reduced within the initial amount range, as described above, in response to the rotation of the rotation shaft 20 accompanying the rotation of the drive gear 40 and the driven gear 3o,
The lever 6o, the rotating member 7°, and the friction disk 130 all further rotate in the same direction. Then, the rotation angle sensor S detects the rotation angle of the lever 6o as it rotates, and provides this detection result to the fuel injection control system E as a value corresponding to a decrease in the amount of depression in the initial depression amount range of the accelerator pedal Ace. do. Further, as the rotating member 7 degrees rotates as described above, the pushing part 73 rotates in the same direction while being further guided by the guide pin 73a in the groove 73a, and the coil spring 143 is pushed by the raised portion 73c of the pushing portion 73 via the piston 141, and contracts while increasing the repulsive force linearly.

At this time, since the rotating member 7o is rotated in the direction of the torsional repulsive force of both the inner fill spring 9o and the outer coil spring 00 as described above, both the inner fill spring 9o and the outer coil spring 100 are torsionally rotated. The sum of the repulsive forces further decreases linearly as the rotating member 700 rotates. In addition, the friction disk 130 generates a braking force in the same manner as described above due to its rotation.

As described above, when reducing the amount of depression of the accelerator pedal Acc (D) within the initial depression amount range, the inner coil spring 90 and the outer coil further decrease linearly in accordance with the decrease in the amount of depression of the accelerator pedal Acc. Coil spring 1 increases linearly in response to the sum of the torsional repulsive forces of both springs 1000 and the decrease in the amount of depression of the accelerator pedal Ace
43 and the difference between the braking force of the friction disk 130 act as a composite reaction force corresponding to a decrease in the amount of depression of the accelerator pedal Acc. However, the accelerator pedal Acc
The resultant reaction force that accompanies the decrease in the amount of depression in the initial amount of depression is minimized by the sliding of the piston 141 against the coil spring 143 within the seven-ring hole 13b. At this time, the guide pin 13a engages with the right end of the groove 73a. Also,
Such a linear decreasing process of the resultant reaction force is specified by the illustrated straight line L6 in FIG. 19 in relation to the amount of depression of the accelerator pedal AcC. However, the dot indicates the resultant reaction force when the accelerator pedal Ace is depressed at the minimum amount in the initial depression amount range. In addition, the compatibility line L6. The interval between L1 exhibits hysteresis characteristics similar to those described above.

As explained above, when increasing (or decreasing) the amount of depression of the accelerator pedal Acc (D), the combined reaction force is added to the braking force of the friction disk 1300 when the accelerator pedal Acc is initially depressed. In the amount range, it is specified by the torsional repulsive force of both the inner fill spring 9o and the outer coil spring 100 that act in the opposite direction to the repulsive force of the coil spring 143, and in the intermediate depression amount range of the accelerator pedal Acc, the inner coil spring 9o and the outer coil The torsional repulsion of the inner fill spring 9o and the outer coil spring 200 is specified only by the torsional repulsion of the spring 100, and in the final M depression range of the accelerator pedal Ace, the torsional repulsion of the inner fill spring 9o and the outer coil spring 200 acts in the same manner as the coil spring 244tD anti-WI force. Each straight line Ll in FIG. 19 is determined by the force, and the line Ll in FIG.
It changes along L2 and L3 (or each straight line L6, L5 and L4).

Therefore, in the initial I feed range of the accelerator pedal Acc, the pressing force may be small, as shown by the straight line L1. The pressing force on the accelerator pedal Acc can be maintained. In addition, in the range of final depression of the accelerator pedal, the depression force must be increased as indicated by straight line L3. In addition, since the braking force of the friction disk [30] acts in a direction that prevents an increase or decrease in the amount of depression of the accelerator pedal Acc, each straight line L]~L3 and each straight line L6~ Due to the hysteresis characteristic due to the distance from L4, the accelerator pedal Ace maintains the actual amount of depression unless the amount of decrease in the amount of depression of the accelerator pedal Acc exceeds the braking force.
c(1:) In the entire depression amount range, the operational stability of the accelerator pedal Acc can be ensured by the hysteresis width for the slope of each straight line L1 to L3. In addition, the inner coil spring 90. Outer coil spring 1°0, each coil spring 120. 141. By simply changing each spring characteristic of 142, the characteristics shown in FIG. 19 can be arbitrarily adjusted. In addition, the above-mentioned effects are achieved by the inner coil spring 90. Since this is achieved through the interaction of the outer coil spring 100 and the biasing mechanism 140, it is possible to reduce the cost and simplify the structure of this type of device.

Next, a second embodiment of the present invention will be described with reference to FIGS. 20 to 25. In this second embodiment, the housing member 10a described in the first embodiment,
The structure is characterized by the adoption of a housing member 10c, a rotating member 7A, and a biasing mechanism 150 in place of the rotating member 7o and biasing mechanism 140. Housing member 1
0c is the housing member 10 described in the first embodiment.
In the housing member 10c, an annular wall 13A is provided in place of the annular wall 13 in the housing member 10c, and the other configurations of the housing member 10c are the same as the housing member 10g.

The rotating member 70A is rotated by the rotation It+ as described in the first embodiment.
M kasuri n+-pine hpu
The partition wall 76 is formed in an arc shape to form a recess 76a similar to the groove 73a described above. However, the recess 76a of this partition wall 76
The knock bottle 13a described in the first embodiment extends inside.

The other configuration of the rotating member 70A is the same as that of the rotating member 7o.

The biasing mechanism 150 has a coil spring 151, and this fill spring 151 is
As shown in the figure, one side of the flange portion 72 is coaxially wound around the hollow shaft 71 of the rotating member 70A so as to be relatively unrotatable. However, this coil spring 151 is
At both ends 151a and 151b, it is held between a pair of knock pins 77a and 77b that protrude to one side from the flange portion 72 of the rotating member 70A (see FIG. 23). Also, the end 151a of this coil spring 15]
engages with the knock pin 152 protruding from the annular wall 13A of the housing member 10c when the rotating member 70A rotates counterclockwise, while the end 151b of the fill spring 151 When rotating in the direction of
It is adapted to engage with another knock bottle 153 protruding from the annular wall 13A (see FIGS. 24 and 22).

However, the protruding position of each of the seven knock pins 77a and 77b from the flange portion 72 is such that when the horn pin 13a is at the center in the arc direction of the recess 76a as shown in FIG.
They are selected so as to be symmetrical with respect to a straight line connecting each axis of the rotating shaft 2o and the rotating shaft 3a. In addition, each knock bottle 152
, 153 from the annular wall 13A, the knock bottle 13a is located at the center of the recess 76a in the arc direction as described above.
7, 7 pins 77 m, 77
It is chosen to be symmetrical outside b. Note that the spring constant of the coil spring 151 can be set arbitrarily, regardless of the combined spring constants of the inner coil spring 9o and the outer fill spring 100, within a range in which the resultant reaction force at the point in FIG. 19 can be maintained positive. can. Also,
In FIG. 20, reference numeral 154 indicates a retainer for preventing the fill spring 151 from coming off.

Therefore, in the second embodiment configured as described above, when the accelerator pedal Acc is at the original position, the rotating member 70A is maintained at the clockwise rotation end as shown in FIG. 21. In this state, the coil spring 15
The end portion 151b of the knock pin 151b is disengaged from the knock pin 77b and engaged with the knock pin 153. Further, the guide pin 13a is engaged with the right end of the partition wall 76 (see FIG. 21).

In such a state, when the accelerator pedal is depressed within the initial depression range, the inner coil spring 90 increases linearly in accordance with the depression amount of the accelerator pedal Acc, as in the first embodiment.
The difference between the sum of both torsional repulsive forces of the outer coil spring 100 and the repulsive force of the coil spring 151, which decreases linearly according to the amount of depression of the accelerator pedal Acc, and the braking force of the friction disk 130 is the accelerator. Pedal fi, cc (
1) Acts as a composite reaction force corresponding to the stepping force. Therefore, the resultant reaction force in the initial depression range of the accelerator pedal Acc is the coil spring 151 (D end fRI 1
It reaches its maximum when both knock pins 77t) and 153 of 51b are engaged (see FIG. 22). Further, the process of increasing the resultant reaction force is caused by the straight line Ll (the first
(see Figure 9).

Further, when the accelerator pedal Acc is depressed within the intermediate depression range, the sum of the torsional repulsive forces of the inner fill spring 9o and the outer coil spring 100, which increase in the same way as described above, and the braking force of the friction disk 130. The sum of these acts as a composite reaction force corresponding to the accelerator pedal Acc (D depression force (see Fig. 23).
The combined reaction force in the intermediate depression range of e is the result of both knock pins 77a152 at the end 151a of the coil spring 51.
It reaches its maximum when engaged with (see Fig. 24).

Further, this process of increasing the resultant reaction force is specified by the straight line L2 in FIG. 19. The reason why the slope of the straight line L2 is smaller than the slope of the straight line Ll is that the slope of the straight line L2 is smaller than the slope of the straight line Ll.
5117) Both ends m151 a, 15 l b
Both knock bottles 152 and 153 are separated.

In addition, when the accelerator pedal Acc is depressed within the final depression range, the sum of the torsional repulsive forces of the inner coil spring 90 and the outer fill spring 100, which further increases in the same way as described above, and the depression of the accelerator pedal ACC. The sum of the repulsive force of the coil spring 151, which increases linearly according to the amount, and the braking force of the friction disk 130 acts as a composite reaction force corresponding to the depression force of the accelerator pedal Ace. As shown in FIG. 25, the resultant reaction force in the final depression range of the accelerator pedal Ace is at its maximum when the knock bottle 13a engages with the left end of the partition wall 76. Further, this process of increasing the resultant reaction force is specified by the straight line L3 in FIG. 19.

The reason why the slope of the straight line L3 is larger than that of the straight line L2 is due to the repulsive force of the coil spring 15. Also,
In the process of decreasing the amount of depression of the accelerator pedal Ace,
Each straight line L4 in FIG. 19 is substantially similar to the first embodiment.
, L5, and L6, the resultant reaction force changes due to the interaction of the inner coil spring 90, the outer fill spring 100, and the friction disk 130 of the coil spring 151 under the braking force.

As explained above, when increasing (or decreasing) the amount of depression of the accelerator pedal AccO), as described above, the combined reaction force is added to the braking force of the friction disk 130 due to the initial depression of the accelerator pedal Ace. In the amount range, it is determined by the torsional repulsive forces of both the inner coil spring 90 and the outer coil spring 100 that act in the opposite direction to the repulsive force of the coil spring 151, and in the intermediate depression amount range of the accelerator pedal Ace, it is determined by only the torsional repulsive forces. In the final depression range of the accelerator pedal Acc, the torsional repulsive force acts in the same direction as the repulsive force of the coil spring 151.
Depending on the amount of depression of c, each straight line Ll, L2,
It changes along L3, (or L6, L5, L4). Therefore, the second embodiment can also achieve the same effects as the first embodiment.

In each of the above embodiments, an example in which the present invention is applied to a vehicle equipped with a diesel engine has been described, but instead of this, fuel may be injected under the fuel injection control from an electronic fuel injection control system. The present invention may be applied to a vehicle equipped with a supplied gasoline engine or a vehicle equipped with a motor supplied with electrical energy under the control of an electrical energy supply control system.

In implementing the present invention, the piston 142 and coil spring 144 of the biasing mechanism 140 described in the first embodiment, or the biasing mechanism 15 described in the second embodiment
The knock pin 152 of 0 may be omitted. In such a case, in the final depression range of the accelerator pedal Acc, the coil spring 14 via the piston 142
4 to the raised part 73c of the pushing part 73, or from the end 151B of the coil spring 151 to the knock bottle 15.
Since the repulsive force toward L3.2 in FIG. 19 is eliminated, the direction line L3. Each slope of L4 is equal to each slope of the direction lines L2 and L5, respectively. This means that the accelerator pedal A
This means that the resultant reaction force increases or decreases linearly with an increase or decrease in the amount of depression of the accelerator pedal Acc over both the intermediate depression amount range and the final depression amount range of ce. As a result, the same effects as in each of the embodiments described above are achieved in the initial depression amount range and intermediate depression amount range of the accelerator pedal Acc.

In carrying out the present invention, the piston 141 and coil spring 143 of the biasing mechanism 140 described in the first embodiment, or the biasing mechanism 15 described in the second embodiment
The knock pin 153 of 0 may be omitted. In such a case, in the initial depression range of the accelerator pedal Acc, the coil spring 14 via the piston 141
3 to the protrusion 73b of the pushing part 73, or from the end 151b of the coil spring 151 to the 7, Kubin 15
Since the repulsive force on the direction lines L1 and L6 in FIG.
This means that the resultant reaction force increases or decreases linearly with the increase or decrease in the depression of the accelerator pedal Ace over both the initial depression amount range and the intermediate depression amount range of ce. As a result, the same effects as in each of the embodiments described above are achieved in the intermediate depression amount range and final depression amount range of the accelerator pedal Ace.

Furthermore, in carrying out the present invention, one of the inner fill spring 90 and the outer coil spring 100 is omitted, and the spring constant of the remaining coil spring is set to the inner coil spring 90 and the outer fill spring 100.
It may be implemented by making it equal to the composite spring constant of .

[Brief explanation of the drawing]

Fig. 1 is a cutaway view of essential parts showing the first embodiment of the present invention, Fig. 2 is a cross-sectional view taken along line 2-2 in Fig. 13, Fig. 3 is a front view of the rotating shaft, and Fig. 4 is the same side view, FIG. 5 is the front view of the driven gear, FIG. 6 is the front view of the lever, FIG. 7 is the front view of the rotating member, FIG. 8 is the same side view, and FIG. 9 is the same rear view. Figure 10 is a front view of the friction disk, Figure 11 is a sectional view of the same, Figure 12 is a rear view of the same, Figure 13 is a sectional view taken along line 13-13 in Figure 2, and Figure 14. - Fig. 18 is an explanatory diagram of the operation in the first embodiment, Fig. 19 is a graph showing the relationship between the amount of depression of the accelerator pedal and the resultant reaction force, and Fig. 20 is a main part showing the second embodiment of the present invention. The cutaway view and the 21st to 25th figures are 20th
FIG. 2 is an operation explanatory diagram based on a cross section taken along line A-A in the figure. Explanation of symbols Acc: Accelerator pedal, E: Fuel injection control/
Stem, ] Oa, l Ob, ] Oc −・
- Housing member, 10... Housing, 20... Rotating shaft, 70.70A... Rotating member, 90... Inner fill spring, 100... Outer coil spring,
13a, 16. 17. 74. 75,
77a, 77b, 152.
153 ・ ・-/ Tsukupin, 140,
150...Biasing mechanism, 143144.151...Coil spring.

Claims (2)

[Claims] (1) In a vehicle equipped with a system that electrically controls the amount of energy supplied to the prime mover in consideration of the amount of depression of the accelerator pedal, a housing fixed to a stationary member at a suitable location in front of the driver's seat of the vehicle; a rotating shaft that is rotatably supported within the housing and rotates in response to the amount of depression of the accelerator pedal; a rotating member that is integrally supported with the rotating shaft within the housing; , is loosely fitted on the rotating shaft within the housing, and each end is respectively locked to an outer wall of the rotating member and a portion of an inner wall of the housing, so as to resist the depression force of the accelerator pedal. A coil spring generates a torsional repulsive force in the direction, and a biasing force is generated against the coil spring in the initial depression range of the accelerator pedal, and in both the intermediate depression range and the final depression range of the accelerator pedal. An accelerator pedal device for a vehicle, further comprising a biasing means for eliminating the biasing force. (2) The biasing means generates a biasing force in the same direction as the torsional repulsion force of the coil spring in the final depression range of the accelerator pedal, and generates a biasing force in the same direction as the torsional repulsion force of the coil spring in the intermediate depression range of the accelerator pedal. The accelerator pedal device for a vehicle according to claim 1, characterized in that the accelerator pedal device is made to disappear.