JPH04128519A - Accelerator pedal device for vehicle - Google Patents

Abstract

PURPOSE:To improve depressing operability of an accelerator pedal by constituting so that a hysteresis characteristic between much depressing time and little depressing time of the accelerator pedal may be set suitable for whole depressing quantity range of the accelerator pedal, in an accelerator pedal device for a vehicle. CONSTITUTION:When an accelerator pedal Acc is depressed, a drive gear 40 is turned in one direction in accordance with downward tilt of a pedal arm 50, and a driven gear 30 is turned in the other direction to turn turning shaft 20 in the same direction. Then, a lever 60, a turning member 70, and a circular plate 130 are turned against an inner and outer both sides coil springs 90, 100, and the sum of both torsional resilient force of the inner and outer both side coil springs 90, 100 linearly increases. Meanwhile, when depressing quantity of the same accelerator pedal Acc is reduced, the turning member 70 is turned in the direction of torsional resilient forces of the inner and outer both side coil springs 90, 100, therefore the sum of the both torsional resilient force linearly reduces according to the turning of the turning member 70.

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 rectangular annular base frame fixed to the front part of the driver's seat floor of the vehicle. A rotating shaft is rotatably supported, and a pedal arm of an accelerator pedal is integrally connected at an intermediate portion thereof to a base end of the rotating shaft that passes through one of the both side walls and sharpens outward. A coiled return spring is loosely fitted coaxially to the rotation shaft between both side walls of the base frame [5, one end of this return spring is fixed to the other of the both side walls, while the other end of the return spring is an end of which is locked to the pedal arm from below at a position closer to the accelerator pedal than a connecting portion with the rotation shaft, and a distal end of the rotation shaft extending outward through the other side wall; A pair of friction disks are fitted coaxially so as to abut against the other side wall and cannot rotate relative to the rotation shaft, and the disk is sandwiched between the pair of friction disks. and is loosely fitted to the tip of the rotation shaft and fixedly connected to the other of the side walls, and biases the pair of friction disks toward the other of the side walls with a coiled braking spring. 1) Loosely fit coaxially onto the tip of the rotating shaft and tighten with 10 knots to remove it,
When the amount of depression of the accelerator pedal increases under the braking action of the disc against the pair of friction discs generated under the biasing force of the coiled braking spring, the pedal arm moves against the biasing force of the return spring. Rotate downward against the butt repulsion force and v
On the other hand, when the accelerator pedal is depressed by 1, the pedal arm bends upward due to the action of the torsional repulsive force of the return spring, and the pivot shaft is rotated in the opposite direction. There is something that lets you do it.

(Problem to be Solved by the Invention) In this configuration, as described above, when the amount of depression of the accelerator pedal increases or when the amount of depression of the accelerator pedal decreases, the braking action of the disc on the pair of rank discs is reduced. This is generated under the biasing force of the brake spring, so there is a difference between the pressing force when the accelerator pedal is depressed and the pressing force when the accelerator pedal is decreased. A hysterin width occurs due to the braking force. However, since the depression force of the accelerator pedal varies linearly with respect to the depression amount due to the linear characteristic of the torsional repulsive force of the return spring, the above-mentioned hysteresis width is It remains constant regardless of the amount. Therefore, if the above-mentioned hysteresis width is set narrow in order to reduce the accelerator pedal depression force when the accelerator pedal depression is small, the hysteresis width when the accelerator pedal depression is large will also be narrowed. In order to maintain the accelerator pedal in a depressed position with a large depression amount, a large depression force is required, and as a result, a problem arises in that the driver becomes fatigued when the vehicle is in a traffic jam.

On the other hand, if the above-mentioned hysterinus width is set wide in order to reduce the depressing force of the accelerator pedal when the amount of depressing the accelerator pedal is large, the hysterinous width will be widened similarly to when the depressing amount of the accelerator pedal is small. A large depressing force is required to depress the pedal in a small range, and as a result, there is a problem in that operability is poor at the initial stage of depressing the accelerator pedal. In addition, if the hysteresis width is set according to the intermediate range of the accelerator pedal depression amount, it will be possible to generate the depression force in the range where the accelerator pedal depression amount is small and to maintain it in the range where the accelerator pedal depression amount is large. A similar problem occurs.

Therefore, in order to cope with the above problems, the present invention provides an accelerator pedal device for a vehicle, in which the hysteresis characteristic between when the accelerator pedal is depressed a lot and when it is a small depression is applied to the entire accelerator pedal depression range. The aim is to set the settings appropriately across the board.

(Means for Solving the Problems) To solve the above problems, the present invention provides a vehicle equipped with a system that electrically controls the amount of energy supplied to the prime mover based on the amount of depression of the accelerator pedal. It is fixed to a stationary member at a suitable location in front of the driver's seat of the vehicle! ＼Unonogu; a rotating shaft that is rotatably supported within the housing and rotates in accordance with the amount of depression of the accelerator pedal;
The housing has one end portion that is engaged with a part of the inner wall of the housing, and the other end portion that is interlocked with the rotation of the rotation shaft, and coaxially with the rotation shaft: i! ! a coil spring that is entrusted to generate a torsional repulsive force in a direction that opposes the depression force of the accelerator pedal; a first disc that is coaxially supported on the rotation shaft so as not to rotate integrally with the rotation shaft; A second disc adjacent to the first disc is coaxially supported on the rotation shaft so as to be movable in the axial direction.
a disc, a connecting member that connects a part of the second disc to a part of the inner wall of the housing so as to prohibit rotation of the second disc and allow axial movement; a spring member that is assembled and biases the second disc to press the second disc against the first disc; The belt-shaped friction member and the belt-shaped contact portion are provided so as to cross each other and come into surface contact with each other, facing outward or from the outside toward the axis.

(Function) By configuring the present invention in this manner, when the accelerator pedal is depressed, the rotation shaft resists the fill spring for braking action between the first and second disks. Rotate. At this time, the torsional repulsive force of the coil spring increases as the rotation shaft rotates. Further, since the first disc rotates under pressure contact with the second disc based on the biasing action of the spring member, a cross-shaped surface contact portion between the friction member and the contact portion is formed. It moves outward while increasing the braking torque.

On the other hand, when the amount of depression of the accelerator pedal is decreased, the rotation shaft rotates in the direction of the torsional repulsive force of the coil spring under the braking action between the first and second discs. At this time, the torsional repulsive force of the coil spring decreases as the rotation shaft rotates. Further, since the first disk rotates under pressure contact with the second disk as described above, the cross-shaped surface contact portion between the friction member and the contact portion reduces the braking torque and rotates the axial center. moving towards.

(Effect) Therefore, the above-mentioned braking torque specifies the hysteresis width between the increase and decrease of the amount of depression of the accelerator pedal. If it is made to increase with respect to the rotational movement, the above-mentioned hysteresis width increases in accordance with the increase in the rotational angle of the rotational shaft. Therefore, when the amount of depression of the accelerator pedal is small, since the hysteresis width is narrow, the depression force of the accelerator pedal may also be small, resulting in excellent operability.

On the other hand, when the amount of depression of the accelerator pedal is large, the hysteresis width is wide, so the force for holding the amount of depression of the accelerator pedal may be small, and as a result, the driver does not feel fatigued even in traffic jams. .

(Example) Hereinafter, one example of the present invention will be described with reference to the drawings.
The figure shows an example of an accelerator pedal device according to the present invention, which is used in a vehicle equipped with an electronic fuel injection control system E. This accelerator pedal device has a housing 1o, which is fixed to an appropriate stationary member directly in front of the lower part of the driver's seat of the Dano/U board located on the front wall of the passenger compartment of the vehicle. has been done. The inside of this housing (consisting of a stepped cylindrical housing member 10a and a housing member 10b having a substantially U-shaped cross section, the housing member 10b has an opening extending from the housing member 10m).
Each bolt Iia is brought into contact with the annular flange portion 11 on one side.
It is coaxially assembled to the housing member 10a by fastening. The fuel injection control system E determines the relationship between the rotational speed of the diesel engine of the vehicle and the displacement position of the fuel adjustment member of the fuel injection pump based on a control pattern in which the amount of depression of the accelerator pedal Ace is determined as a parameter.
The displacement position of the fuel W8wJ member, that is, the amount of fuel injected into the diesel engine is controlled according to the detected value of the rotational speed and the detection result of the rotation angle sensor S, which will be described later.

The rotation shaft 20 has its base end 21 connected to the housing member Jo.
An annular wall 13 is pivotally supported within an annular boss 12 formed at the center of the housing member 10a via a ball bearing 21a, and an annular wall 13 is formed with an intermediate portion 22 on the distal end side on the inner peripheral surface of the housing member 10a.
is pivotally supported in the hollow part of , via a ball bearing 22a,
It is supported within the housing o so as to be coaxially rotatable and non-displaceable in the axial direction under the action of the stop ring 21b to prevent it from coming off. Small diameter portion 14 of housing member 10a
A driven gear 30 is coaxially fitted into the tip 23 of the rotating shaft 2o extending inward through its shaft hole 31 (see FIG. 5). , is prevented from coming off by fastening the slot 32 to the male threaded portion 23a (see FIGS. 1, 3, and 4) of the tip 23. Further, the driven gear 30 has a pair of flat parts 31a, 31a 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 as shown in FIGS. 3 and 4 on the outer circumferential surface of the tip 23 of the rotating shaft 20. each plane part 31a,
31a are respectively superposed and cannot be rotated relative to the rotation shaft 20.

The driving gear 40 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 pedal arm 50 is rotatably supported within the drive gear 4a by means not shown, and a pedal arm 50 is welded to the -a g i of the drive gear 40 at its base end 51.

However, the number of teeth of the drive gear 40 is greater than the number of teeth of the driven gear 3o. The pedal arm 50 passes through the front lower part of the driver's seat of the front passenger compartment and extends toward the interior of the vehicle so as to be tiltable in the vertical direction. AcC is pivotably supported so that it can be stepped on.

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 2o. 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.

L, both 7-, each tip 62a of A62.62,
It engages with a rotating member within the rotation angle sensor S.

The rotation angle sensor S is a rotary potentiometer/! As shown in FIG. 1, the rotation angle sensor S is coaxially assembled to the annular flange portion 14a of the small diameter portion 4 of the housing member 10a by tightening each screw 14b. It is being The rotation angle sensor +I'S detects the rotation angle of the rotation shaft 20 by being rotated by the respective tips 62a, 62a of the lever 6o by its rotation member. The rotation angle detected by the rotation angle sensor S corresponds to the amount by which the original position l of the accelerator pedal Ace is depressed.

The rotating member 70 has its hollow shaft 71 (see FIG. J1, FIG. 7, and FIG. 8) fitted into the rotating shaft 2o coaxially fl'],
The hollow shaft 7λ of the rotating member 70 is located at the left side in FIG. and is in contact with the inner ring of the ball bearing 22a. In addition, the hollow shaft 7
1. On the right end of the inner circumferential surface, there is a pair of approximately crescent-shaped notches 7]a,
71B is formed symmetrically with respect to the axis of the hollow shaft 71, as shown in FIG. 8, and each of these notches 71a71a
As shown in FIGS. 3 and 4, claw portions 24, 24 are engaged with each other, and are formed approximately in the axial center of the outer circumferential surface of the rotating shaft 20 in a substantially crescent shape symmetrically with respect to the axis. (See Figure 1 p@, ). This means that the rotating member 20
This means that it is held non-displaceable in the axial direction between the bolt bearing 22a and each claw portion 24, and is held non-rotatable relative to the rotation shaft 20.

A groove 72 is provided on one end surface of the rotating member 70 in FIGS.
As shown in the drawings and FIG. 8, the hollow shaft 7 is bored in an arc shape centered on its axis. Therefore, within this hole 72, a guide pin 13!1 that extends into the large diameter portion 15 from the lower half shown in FIGS. 1 and 2 of the annular wall 13 of the housing portion 0108 is relatively displaceable. It is loosely fitted. Thus, the guide pin 1311 restricts the rotation of the cooperating member 70 within a predetermined rotation range by engaging with both ends of the groove 72. However, this predetermined rotation range corresponds to the depressable rotation of the accelerator pedal Acc, and when the rotation member 70 is rotated in the special training direction (or counterclockwise) shown in FIG. When the accelerator pedal Acc is engaged to the right end (or left end) of 72, the accelerator pedal Acc becomes the minimum (or maximum) depression amount.

The cylindrical member 80 has at one end, as shown in FIG.
The cylindrical member 80 is coaxially fitted into an annular protrusion 73 coaxially protruding from the other end surface of the rotating member 70 , and this cylindrical member 80 coaxially surrounds the rotating shaft 20 and rotates the mounting member 10 .
It extends into 111. Inside this cylindrical member 80,
An inner coil spring 90 is loosely fitted coaxially to the rotating shaft 20, and the inner coil spring 90 is detached from the end surface of the protrusion 73 of the rotating member 70 by an annular hook portion 91 formed at one end thereof. It is irremovably locked to a knock pin 74 that protrudes from the position shown in FIGS. 1, 7, and 8. On the other hand, a hook portion 92 formed at the other end of this inner coil spring 90 connects to the flange portion 11 in parallel to the rotation axis 20 of the housing member 10a on the other side of the rotation axis 20 and from the Y hook 74. It is irremovably locked to the knock bottle 16 which is directly attached between the housing member 10b and the outer peripheral edge of the side wall.

As shown in FIG. 1, the outer +IP+ fill spring 100 is loosely fitted coaxially with the cylindrical member 80 within the large diameter portion 15 of the housing member 10a, and this outer coil spring +00 is formed at one end thereof. Annular hook part 10
1, the knock pin 75 extending from the other end surface of the rotating member 70 is irremovably engaged in a semicircular notch 73a formed in the protrusion 73 of the rotating member 70 at the position shown in FIG. It has stopped.

On the other hand, the hook portion 102 formed at the other end of the outer coil spring 100 connects the flange portion 11 of the housing member 10a and the housing member] Ob (See Figures 1 and 2). However, the outer fill spring 100 and the inner coil spring 9o are wound in the same direction with a predetermined torsional repulsive force applied thereto. In addition, in FIG. 1, each code|symbol 81 and 82 each show the notch of the cylindrical member 80.

Inside the housing member 10b, the disc 1]0 is connected to the rotation shaft 2 by an annular boss 111 protruding from its negative end surface.
0 so that it can slide in the axial direction,
The date plate 111 is loosely fitted into each of the knock pins 16 and 17 at each annular portion 112 that protrudes outward from a part of its outer periphery (Fig. 1, 9). Figure and Figure 10 1 solution). Further, on the other side end surface of the disk 110, a pair of band-shaped contact portions 113, 113 are formed to protrude and extend outwardly in a point symmetrical manner from the axis of the disk 110. When bending, the distance 11r between the intersection of the dashed-dotted line passing through the widthwise center of each contact portion 133 and the radius line of the disk 110 and the axis of the disk 110 is equal to the increase in the radius of the disk 1]0. (See Figure 9). fill spring 12
0 is interposed between the center portions of the disk 110 and the housing member 10b, and this fill spring 1201;
! The disk 110 is urged to the left in FIG.

On the left side of the disk 110 in FIG.
0 is coaxially fitted to the rotating shaft 20 in its solid shaft hole 131, and a pair of The protrusions 132, 132 are formed to protrude so as to have the shapes shown in FIGS. 11 and 12. However, both the protrusions 132, 132 are located symmetrically with respect to the center of the solid shaft hole 131.

As shown in FIG. 4, each protrusion 132, 132 has a substantially crescent-shaped claw portion 25 formed on the proximal end 21 side of the outer peripheral surface of the rotation axis 2°, protruding symmetrically with respect to the axis, as shown in FIG. .25 and abut against the center of one end surface of the disc 130, making relative rotation between the disc 30 and the rotation shaft 20 impossible.

Further, on the other side surface of the disk 130, each belt-shaped friction member 13 is provided.
As shown in FIGS. 12 and 13, friction members 133 and 133 are fixed radially symmetrically outward from the axis of the disk 130, and each of these friction members 133 and 133 is attached to the disk 110.
When a braking torque of 3° is applied under pressure contact with each of the contact portions 113 and 113 of the disc 110, as shown in FIGS. The distance between the intersection point between the axial center of the disc 110 and the intersection point between the dotted chain line passing through the widthwise center of the disc 10 and the widthwise center of the disc 10 is r, and the widthwise center of each friction member 133 is defined as r. If the rotation angle of the disk 110 is θ, it becomes r”r+ when θ−0, and θ−θl
Assuming that r=r2 when , the relationship between r and θ is given by a linear characteristic as shown in FIG.

In addition, each surface contact portion between each friction member 11 member 133 and the contact portion 1] 3 (see section 1.4 rgJ and the shaded area in FIG. 15) moves as the rotation angle θ changes. However, since the load N of the coil spring 120 is constant,
*Vibration force F (coil spring 12
(equal to the product of the load N of 0 and the friction coefficient μ of the friction member [33]) is also approximately constant. Therefore, the braking torque applied by the disc 110 to the disc 130 cannot be given by Ty=FXr. Based on this linear relationship between Tr=Fxr and r and θ (see PiA in Atsushi 16), a linear characteristic as shown in FIG. 17 is given between Tr and θ. However, the rotation angle θ described above corresponds to the amount of depression of the accelerator pedal Ace.

In this embodiment configured in this manner, it is assumed that the amount of depression of the accelerator pedal Aec is zero (corresponding to θ-0). In this condition, the accelerator pedal Ac
When the pedal c is depressed, the driving gear 40 rotates in one direction in response to the downward tilting of the pedal arm 50, and the driven gear 30
rotates in the other direction, causing the rotation shaft 20 to move in the same direction. At this time, since the number of teeth of the driven gear 5oto is smaller than the number of teeth of the drive gear 40, the depression force of the accelerator pedal Acc is amplified and transmitted to the rotation shaft 20. This makes it easier to press the accelerator pedal Acc.

When the rotating shaft 20 rotates in the same direction as the driven gear 3o as described above, the lever 60, the co-moving member 70, and the disk +30
However, the inner fill spring 9o and the outer II fill spring 10 are used for braking between the two discs 110 and 130.
0 and rotates integrally with the rotation shaft 20 in the same direction.

At this time, since the rotating member 70 rotates against both the inner fill spring 90 and the outer coil spring 100, the sum of the torsional repulsive forces of the inner II coil spring 90 and the outer fill spring 100 is the rotational force. member 70
(in other words, the amount of depression of the accelerator pedal Acc). Further, since the disc 130 rotates under the biasing action of the coil spring 120 while bringing its respective friction members 133 into pressure contact across the contact portions 113 of the disc 10, each friction member 133 Each contact part 1 of
13 (see the shaded area in FIGS. 14 and 15), the surface contact portion between the
Move from the position shown in Figure 4 to the east position shown in Figure 15. In such a case, the braking torque Tr increases as the rotation angle θ increases.
It increases according to the linear characteristic shown in the figure.

On the other hand, when the amount of depression of the accelerator pedal Acc is the maximum, if the amount of depression of the accelerator pedal Acc is decreased, the drive gear 40 rotates in one direction in accordance with the tilting of the pedal arm 50, and the driven Gear 3° rotates in one direction and rotation axis 2
0 in the same direction. Along with this, lever 6o,
The rotating part q70 and the disc 130 are connected to both the discs 110 and 130.
It rotates integrally with the rotation shaft 20 in the same direction under the braking action of and the torsional repulsion action of the inner coil spring 9o and the outer coil spring 100.

At this time, the rotating member 70 is
Since both the coil spring 90 and the outer fill spring 100 rotate in the direction of the torsional repulsive force, the sum of the torsional repulsive forces of the inner fill spring 90 and the outer fill spring 100 is
It decreases linearly as the rotating member 7o rotates. Furthermore, under the biasing action of the coil spring 120, the disc 130 rotates in the opposite direction to the above-described direction while intersecting and pressing each friction member 133 against each contact portion of the disc 110. , the surface contact portion between each friction member 133 and each contact portion 113 moves from the position shown in FIG. 15 to the position shown in FIG. 14 in accordance with the linear characteristic shown in FIG. 16. In such a case, the braking torque Tr decreases according to the linear characteristic shown in FIG. 17 as the rotation angle θ decreases.

In other words, in the process of increasing the amount of depression of the accelerator pedal Acc as described above, the sum of the torsional repulsive forces of the inner coil spring 90 and the outer coil spring 100, which increase linearly, and The braking torque Tr increases to
The sum of the equivalent braking force J acts as a reaction force against the depression force of the accelerator pedal Acc. For this reason, the depression force of the accelerator pedal Acc is changed from what is shown in Fig. 18! Ll
-r increases in accordance with the amount of depression of accelerator pedal Acc. , while the accelerator pedal Acc as described above
In the process of decreasing the amount of depression, the inner coil spring 90 and the outer coil spring 100 decrease linearly.
The difference between the sum of each torsional reaction force and the equivalent braking force of the accelerator pedal Ac
It acts as a reaction force against the stepping force of c. Therefore, the depression force of the accelerator pedal Aec decreases along the illustrated straight line L2 in FIG. 18 in accordance with the decrease in the depression amount of the accelerator pedal Acc.

In such a case, the interval between direct $QLl and direct 1i11.2 is
The hysteresis width H between the increase and decrease of the accelerator pedal Acc is determined by the relationship between the braking torque Tr and the rotation angle θ as shown in Fig. 17. Proportional relationship and both fill springs 90,1
Due to the difference in the rate of change depending on the braking angle θ between the sum of each torsional reaction force of 00 and the braking torque Tr, the accelerator pedal A
It changes to become wider (or narrower) as the amount of depression of ce increases (or decreases). Therefore, the accelerator pedal Ac
When the amount of depression of the accelerator pedal Acc is small, the hysteresis width H is narrow, so the depression force of the accelerator pedal Acc can be small, resulting in excellent operability. On the other hand, when the amount of depression of the accelerator pedal Aec is large, the hysteresis width H is wide, so
The force required to hold down the accelerator pedal Acc is small, so that it does not cause fatigue to the driver when the vehicle is in a traffic jam.
By adjusting the spring constant of the coil spring 120, etc., the range of change in the hysteresis knife H can be arbitrarily adjusted to obtain a hysteresis characteristic that suits the user's preference. In addition, in the process of increasing or decreasing the amount of depression of the accelerator pedal Acc (7) as described above, the rotation angle sensor S detects the rotation angle as the lever 60 rotates, and uses this detection result as an accelerator pedal. pedal ac
It is given to the fuel injection control system E as the depression amount of c.

Next, a modification of the above embodiment will be explained with reference to FIG. 19. In this modification, a disc 10A is used in place of the disc 110 described in the above embodiment. There are structural characteristics.

A pair of band-shaped contact portions 114, 114 are formed on the end surface of the disk 110A on the side opposite to the disk 130 so as to extend outward from the axis of the disk 110 and protrude.

In such a case, the distance 1Ilr between the intersection of the dashed-dotted line passing through the center of the width direction of each contact portion 114 and the radius line of the disk 110A and the axis of the disk 1NOA is a co-movement angle of a predetermined co-movement angle of 01 or more. It increases as the semi-hole diameter of the disk 11OA increases within the range of θ, and remains constant within the range of θl<05. Therefore, as shown in FIG. 20, the braking torque Tr increases linearly in the range of 0≦θ≦01, and takes a constant value in the range of θ1 - O≦T. The other configurations are the same as those of the previous embodiment.

Therefore, in this modified example configured in this manner, the depressing force of the accelerator pedal AeC increases or decreases as the amount of depressing of the accelerator pedal AeC increases or decreases, but the braking torque Tr increases or decreases as the rotation angle θ Since there is a relationship as shown in FIG. 20, the hysteresis width HO in this modification is
When 0≦θ≦θ1, both sides ii L Ll match the distance between the 1ilil straight lines Ll and L2 in the above embodiment.

It is specified by the interval between L21 (see Fig. 2, 1), and when θ1〈θ≦T, the distance between both stones L1
2. The distance between L22 (see FIG. 21) is specified. Therefore, in the range of 0≦θ≦01, the effect of the operation of the accelerator pedal Acc accompanying the change in the hysteresis width HO can be coupled as in the previous embodiment. Also, in the range of θ1〈05th, hysteria
It is possible to achieve effects regarding the operation of the accelerator pedal Acc based on a constant value of the width Ho. Other effects are the same as in the previous embodiment.

In addition, in carrying out the present invention, the disk 110 (or 1
．． 1. The angular friction members 1.33.133 may be fixed to the OA'), while the contact portions 113113 (or 114.114) may be formed protruding from the disk 130.

In addition, for implementation J2 of the present invention, the shape of each contact portion 113, 113 of the disc 110 is changed to the shape of each friction member 1 of the disc 130.
33 and 133 may be modified and implemented so as to be mutually substituted.

Furthermore, in carrying out the present invention, the present invention is applied to a vehicle equipped with a system that electronically controls the amount of fuel supplied to a gasoline engine or a system that electronically controls the amount of electrical energy supplied to a motor. May be implemented.

In addition, in carrying out the present invention, the inner coil sub-
It is also possible to omit one of the outer coil springs 100 and 100 and to make the spring constant of the remaining coil spring equal to or less than the combined spring constant of both Filsbrinogs 90 and 100.

[Brief explanation of drawings]

Fig. 1 is a cutaway view of essential parts showing one embodiment of the present invention, Fig. 2 is a sectional view of the housing member located on the left side in Fig. 1, Fig. 3 is a front view of the rotating shaft, and Fig. 4 5 is a front view of the driven gear, FIG. 6 is a front view of the lever, FIG. 7 is a side view of the cooperating member, FIG. 8 is a rear view of the same, and FIG. 9 is a front view of the driven gear. A front view of the disk located on the right side in the figure, FIG. 10 is a sectional view of the same, FIG. 11 is a front view of the disk located on the left side in FIG. 1,
FIG. 12 is a cross-sectional view of the same, FIG. 13 is a rear view of the same, FIGS. 14 and 15 are explanatory diagrams of the contact state between each q friction member and each contact part, and FIG. 16 is a diagram of each friction member and each A graph showing the relationship between the position of each surface contacting part with the contact part and the rotation angle θ, FIG. 17 is a graph showing the relationship between the braking torque rr and the rotation angle θ, and FIG.
The figure is a graph showing the relationship between the accelerator pedal depression force and the depression amount, FIG. 19 is a pressure surface diagram of the main part showing a modification of the above embodiment, and FIG. 20 is the braking torque Tr and rotation angle θ in the same modification. FIG. 21 is a graph showing the relationship between the accelerator pedal depression force and the depression amount in the same modification. Explanation of symbols IO...Housing, 10slOb...Housing member, 16...Knock bottle, 20...Co-movement shaft, 90...
...Inner coil spring, 100...Outer fill spring, 110110A, 130 ... Disk, 112 ... Annular part, 113.114...
Contact portion, 120... Rotating shaft, 133... Friction member,
Acc: Accelerator pedal, E: Fuel injection control system.

Claims (1)

[Claims] 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, there is a housing that is fixed to a stationary member at a suitable location in front of the driver's seat of the vehicle, and a a rotating shaft that is rotatably supported by the accelerator pedal and rotates according to the amount of depression of the accelerator pedal; a coil spring that rotates integrally with the rotation shaft; a first disk coaxially supported on the rotation shaft; and a second disk adjacent to the first disk coaxially supported on the rotation shaft so as to be movable in the axial direction. , a connecting member that connects a part of the second disc to a part of the inner wall of the housing so as to prohibit rotation of the second disc and allow axial movement; and a connecting member assembled in the housing. a spring member that biases the second disc to press the second disc against the first disc;
A band-shaped friction member and a band-shaped contact portion are provided on each opposing surface of the disc so as to cross each other and come into surface contact, facing outward from the axis or from the outside toward the axis. A vehicle accelerator pedal device characterized by: