JPWO2011136038A1 - Pedal device - Google Patents

Abstract

The pedal device (12) includes a pedal member (20, 22) operated by the driver and a power applying device (26) for applying power to the pedal member (20, 22). The output part (40) and the pedal members (20, 22) are always connected. The power applying device (26) applies power to the pedal member (20, 22) so as to reduce the operating resistance of the power applying device (26) when the pedal member (20, 22) is operated.

Description

  The present invention relates to a pedal device including a pedal member operated by a driver and a power applying device that applies power to the pedal member.

  A configuration is known in which a reaction force is applied from an actuator to an accelerator pedal in accordance with the amount of operation of the accelerator pedal {International Publication No. 2009/136512 (hereinafter referred to as “WO 2009/136512 A1”) and Japanese Patent Laid-Open No. 2007- No. 026218 (hereinafter referred to as “JP 2007-026218 A”)}.

  In WO 2009/136512 A1, a reaction force imparting characteristic of an actuator is set according to a target speed to assist a driver to operate an accelerator pedal (for example, refer to the summary).

  In JP 2007-026218 A, when the reaction force mechanism does not apply a reaction force in order to avoid the driver's uncomfortable feeling due to the backlash, torque fluctuation, and inertial force of the reaction force mechanism being transmitted to the accelerator pedal (3). Then, the arm member (15) of the reaction force mechanism is separated from the pedal lever (5) (see, for example, summary, paragraph [0006]).

  In JP 2007-026218 A, when a transition is made from a state in which no reaction force is applied to a state in which a reaction force is applied, a hitting sound (collision sound) is generated due to the contact between the arm member (15) and the pedal lever (5). There is a risk that the user may feel uncomfortable with the hitting sound. In this regard, paragraph [0028] of JP 2007-026218 A describes that the shock of contact can be reduced by shortening the distance between the arm member and the pedal lever when no reaction force is applied. However, as long as the arm member and the pedal lever are in contact with each other, the hitting sound cannot be completely eliminated.

  The present invention has been made in consideration of such a problem, and an object thereof is to provide a pedal device that does not give a user a sense of incongruity.

  The pedal device according to the present invention includes a pedal member that is operated by a driver and a power applying device that applies power to the pedal member, and the output portion of the power applying device and the pedal member are always connected. The power applying device applies power to the pedal member so as to reduce an operating resistance of the power applying device during operation of the pedal member.

  According to this invention, since the output part of the power applying device and the pedal member are always connected, no hitting sound is generated between the output part of the power applying device and the pedal member. For this reason, the driver does not feel uncomfortable with the hitting sound.

  Further, power is applied to the pedal member so as to reduce the operating resistance of the power applying device when the pedal member is operated. For this reason, for example, in a configuration in which a power application mode in which the power application device is operated and a power off mode in which the power application device is not operated can be switched, the driver operates the pedal member with the same operation feeling regardless of the mode selected It becomes possible. Or it becomes easy to aim at equalization of the operation feeling of a pedal member about the same vehicle type or a different vehicle type irrespective of the presence or absence of loading of a power grant device. For this reason, it becomes possible to eliminate the need to change specifications other than the power application device depending on whether or not the power application device is mounted. Therefore, it becomes easy to share parts.

  The pedal device according to the present invention includes a pedal member operated by a driver, a power applying device that applies power to the pedal member, one end connected to the pedal member, and the other end connected to the vehicle body, An urging member that applies an urging force that maintains a contact state between the output portion of the power applying device and the pedal member, wherein the power applying device is configured to move the urging member when the pedal member is operated. Power is applied to the pedal member so as to reduce the urging force.

  According to this invention, since the output part of the power applying device and the pedal member are always connected, no hitting sound is generated between the output part of the power applying device and the pedal member. For this reason, the driver does not feel uncomfortable with the hitting sound.

  Further, power is applied to the pedal member so as to reduce the urging force by the urging member when the pedal member is operated. For this reason, for example, in the configuration in which the urging force applying mode for transmitting the urging force by the urging member and the urging force off mode for not transmitting can be switched, the driver can operate with the same operation feeling regardless of which mode is selected. The pedal member can be operated. Or it becomes easy to aim at equalization of the operation feeling of a pedal member about the same vehicle type or a different vehicle type irrespective of the presence or absence of loading of a power grant device. For this reason, it becomes possible to eliminate the need to change specifications other than the power application device depending on whether or not the power application device is mounted. Therefore, it becomes easy to share parts.

  The pedal device according to the present invention includes a pedal member operated by a driver, a power applying device that applies power to the pedal member, one end connected to the pedal member, and the other end connected to the vehicle body, A biasing member that applies a biasing force that maintains a contact state between the output portion of the power applying device and the pedal member, and the biasing force by the biasing member increases as the operation amount of the pedal member increases. The increase gradient of the total urging force applied to the pedal member corresponding to the operation amount of the pedal member is greater when the urging member functions than when the urging member does not function. The power application device adds the power to the urging force of the urging member when the pedal member is operated, thereby increasing the total urging force when the urging member functions. Distribution and characterized by equal and increasing slope of said total biasing force when the urging member does not work.

  According to this invention, since the urging member maintains the contact state between the output portion of the power applying device and the pedal member, no hitting sound is generated between the output portion of the power applying device and the pedal member. For this reason, the driver does not feel uncomfortable with the hitting sound.

  Further, in both cases where the urging member functions and does not function, power is applied to the pedal member so that the increasing gradient of the total urging force becomes equal. For this reason, for example, in a configuration in which the urging force applying mode for transmitting the urging force by the urging member and the urging force off mode for not transmitting can be switched, the relationship between the operation amount of the pedal member and the control amount associated therewith is made equal be able to. Therefore, the driver can hardly give the driver an uncomfortable feeling related to the operation of the pedal member with the switching between the two modes. Or it is hard to give the discomfort regarding operation of a pedal member about the same vehicle type or a different vehicle type irrespective of the presence or absence of mounting of a power provision apparatus. For this reason, it becomes possible to eliminate the need to change specifications other than the power application device depending on whether or not the power application device is mounted. Therefore, it becomes easy to share parts.

  Further, power is added to match the increasing gradient of the total urging force when the urging member functions and when it does not function. In this case, larger power is added when the pedal operation amount is small, and smaller power is added when the pedal operation amount is large. Accordingly, when the pedal member is an accelerator pedal, a large amount of power is required at the time of initial operation with a small amount of pedal operation, but a small amount of power is required during normal traveling with a large amount of pedal operation. As a result, since the power generated by the power applying device during normal traveling is reduced, energy consumption can be suppressed. For example, if the power applying device is a motor, power consumption or current consumption can be suppressed and the battery load can be reduced.

  Furthermore, in order to equalize the increasing gradient of the total urging force by adding power, it is only necessary to generate power in the same direction. For this reason, it becomes unnecessary to provide the structure and control which generate | occur | produce the motive power of an opposite direction, and it becomes possible to simplify the structure and control of a pedal apparatus.

  The pedal device according to the present invention includes a pedal member operated by a driver, a power applying device that applies power to the pedal member, one end connected to the pedal member, and the other end connected to the vehicle body, A biasing member that applies a biasing force that maintains a contact state between the output portion of the power applying device and the pedal member, and the biasing force by the biasing member increases as the operation amount of the pedal member increases. The increase gradient of the total urging force applied to the pedal member corresponding to the operation amount of the pedal member is greater when the urging member functions than when the urging member does not function. When the urging member does not function, the total urging force application characteristic is set lower than the total urging force application characteristic used in a pedal device not equipped with the power application device. The imparting device is equipped with the power imparting device for imparting characteristics of the total biasing force when the biasing member functions by adding the power to the biasing force of the biasing member during operation of the pedal member. It is characterized by being equivalent to the application characteristic of the total urging force used in the pedal device that does not.

  According to this invention, since the urging member maintains the contact state between the output portion of the power applying device and the pedal member, no hitting sound is generated between the output portion of the power applying device and the pedal member. For this reason, the driver does not feel uncomfortable with the hitting sound.

  Further, the application characteristic of the total urging force when the urging member functions is made equal to the urging force application characteristic used in the pedal device not equipped with the power application device. For this reason, for example, regardless of whether or not the power applying device is mounted, it is difficult to give an uncomfortable feeling regarding the operation of the pedal member for the same vehicle type or different vehicle types.

  Furthermore, by adding power, the pedal operation is performed to make the total biasing force application characteristic when the biasing member functions equal to the total biasing force application characteristic used in the pedal device not equipped with the power applying device. When the amount is small, larger power is added, and when the pedal operation amount is large, smaller power is added. Accordingly, when the pedal member is an accelerator pedal, a large amount of power is required at the time of initial operation with a small amount of pedal operation, but a small amount of power is required during normal traveling with a large amount of pedal operation. As a result, since the power generated by the power applying device during normal traveling is reduced, energy consumption can be suppressed. For example, if the power applying device is a motor, power consumption or current consumption can be suppressed and the battery load can be reduced.

  Furthermore, in order to make the application characteristics of the total biasing force equal by adding the power, it is only necessary to generate power in the same direction. For this reason, it becomes unnecessary to provide the structure and control which generate | occur | produce the motive power of an opposite direction, and it becomes possible to simplify the structure and control of a pedal apparatus.

1 is a block diagram of a vehicle equipped with an accelerator pedal device according to an embodiment of the present invention. It is an external appearance perspective view of the said accelerator pedal apparatus. It is a figure which shows the relationship between the operation amount of an accelerator pedal, and the 1st urging | biasing force which an urging | biasing force generator generates. It is the figure which showed notionally the flow which an electronic controller (ECU) calculates the control amount of motor power. It is a figure which shows the relationship between the variation | change_quantity per unit time of the operation amount of an accelerator pedal, and the 2nd target electric current corresponding to friction compensation force. It is a figure which shows the relationship between the operation amount of an accelerator pedal, the 1st urging | biasing force which an urging | biasing force generator generates, and the 2nd urging | biasing force which an additional spring generate | occur | produces. It is a figure which shows the relationship between the operation amount of FIG. 6, 1st urging | biasing force, 2nd urging | biasing force, and the inclination compensation force which a motor generate | occur | produces. It is a figure which shows the relationship between the operation amount of an accelerator pedal, and the 3rd target electric current corresponding to inclination compensation force. It is a figure which shows the modification of the relationship of FIG. It is a figure which shows the relationship between the operation amount of the accelerator pedal in the modified example of the vehicle equipped with the power provision apparatus, the 1st urging | biasing force which an urging | biasing force generator generates, and the 2nd urging | biasing force which an additional spring generate | occur | produces. It is a figure which shows the relationship between the operation amount of FIG. 10, 1st urging | biasing force, 2nd urging | biasing force, and the inclination compensation force which a motor generate | occur | produces.

A. Embodiment 1 FIG. Configuration of Vehicle 10 FIG. 1 is a block diagram of a vehicle 10 equipped with an accelerator pedal device 12 (pedal device) according to an embodiment of the present invention. FIG. 2 is an external perspective view of the accelerator pedal device 12. The vehicle 10 is, for example, a gasoline vehicle. Alternatively, it may be an electric vehicle including a hybrid vehicle and a fuel cell vehicle.

  In addition to the accelerator pedal device 12, the vehicle 10 includes a drive system 14 and an electronic control device 16 (hereinafter referred to as “ECU 16”).

  The accelerator pedal device 12 includes an accelerator pedal 20 (a part of the pedal member), a pedal side arm 22 (a part of the pedal member), an urging force generator 24, and a power applying device 26.

  As shown in FIG. 2, one end (hereinafter referred to as “end portion 22 a”) of the pedal side arm 22 is pivotally connected to the accelerator pedal 20 via a shaft member 28. The other end (not shown) of the pedal side arm 22 is supported by the urging force generator 24 so as to be able to turn.

  The urging force generator 24 generates a urging force (hereinafter referred to as “first urging force Fs1” [N]) for returning the depressed accelerator pedal 20 to its original position by a mechanical configuration, and the pedal side arm 22. It is given to the accelerator pedal 20 via As shown in FIG. 1, the urging force generator 24 includes a return spring 30, a hysteresis characteristic generation unit 32, and an operation amount sensor 34 therein.

  The hysteresis characteristic generating unit 32 generates a hysteresis characteristic in the first urging force Fs1 generated by the return spring 30. That is, as shown in FIG. 3, the hysteresis characteristic generating unit 32 increases the first urging force Fs1 when the accelerator pedal 20 is depressed, and decreases the first urging force Fs1 when the accelerator pedal 20 is returned.

  As a structure of the return spring 30 and the hysteresis characteristic generation part 32, the thing as described in international publication 01/19638 is applicable, for example.

  The operation amount sensor 34 detects the depression amount (operation amount θ) [degree] from the original position of the accelerator pedal 20 according to the displacement of the pedal side arm 22 and outputs the detected amount to the ECU 16. The operation amount sensor 34 may be provided in a portion other than the urging force generator 24.

  The power applying device 26 generates power for the accelerator pedal 20 (hereinafter referred to as “motor power Fm” [N]). As shown in FIGS. 1 and 2, a motor 36 as an actuator, a speed reducer, and the like. 38, a motor side arm 40 (output part of the power applying device), and an additional spring 42 (biasing member).

  The motor 36 generates motor power Fm according to the control signal Sm from the ECU 16. Instead of the motor 36, other driving force generation means (for example, a pneumatic actuator) may be used.

  As shown in FIG. 2, the motor-side arm 40 has a turning shaft portion 44 connected to a speed reducer 38 and can turn around the turning shaft portion 44 (turning shaft Ax). One end (hereinafter referred to as “end portion 40 a”) of the motor side arm 40 abuts on the end portion 22 a of the pedal side arm 22, and the other end (hereinafter referred to as “end portion 40 b”) is connected to one end of the additional spring 42. It is connected.

  The additional spring 42 has one end connected to the motor side arm 40 and the other end connected to the bracket 46. The bracket 46 is fixed to a vehicle body (not shown). The motor-side arm 40 is biased in the X direction in FIG. 2 by receiving a biasing force (hereinafter referred to as “second biasing force Fs2” [N]) from the additional spring 42. For this reason, the end 40a of the motor side arm 40 biases the end 22a of the pedal side arm 22 in the Y direction in FIG. As a result, the end portion 40 a of the motor side arm 40 is always in contact with the end portion 22 a of the pedal side arm 22.

  Further, when the motor 36 generates motor power Fm, it is transmitted to the accelerator pedal 20 via the speed reducer 38, the motor side arm 40 and the pedal side arm 22. Thereby, in addition to the first urging force Fs1 from the return spring 30 and the second urging force Fs2 from the additional spring 42, the motor power Fm from the motor 36 is added to the accelerator pedal 20.

  The drive system 14 gives a driving force to the vehicle 10 and includes an engine, a transmission, wheels, and the like (not shown).

  The ECU 16 controls the drive system 14 and the power applying device 26 based on the operation amount θ of the accelerator pedal 20 detected by the operation amount sensor 34.

  Due to the above configuration, when the driver steps on the accelerator pedal 20, the accelerator pedal 20 turns around its base, and the tip of the accelerator pedal 20 moves downward along with the turning. Along with this, the end portion 22a of the pedal side arm 22 pivots downward while changing the relative angle with the accelerator pedal 20. At this time, the pedal side arm 22 receives the first urging force Fs1 from the urging force generator 24 (return spring 30). Further, when the pedal side arm 22 pivots downward, the end portion 22 a of the pedal side arm 22 presses the end portion 40 a of the motor side arm 40. As a result, the end portion 22 a of the pedal side arm 22 moves downward together with the end portion 40 a of the motor side arm 40. At this time, since the additional spring 42 is pulled by the turning of the motor side arm 40, the second urging force Fs2 as the origin return force acts on the motor side arm 40.

  Further, the ECU 16 sets the output of the motor 36, that is, the motor power Fm, according to the operation amount θ detected by the operation amount sensor 34. The motor power Fm is transmitted to the motor side arm 40 via the speed reducer 38.

  Accordingly, the driver's pedaling force against the accelerator pedal 20 acts on the motor side arm 40, and the first urging force Fs1 from the return spring 30, the motor power Fm from the motor 36, and the second urging force from the additional spring 42 are applied. Fs2 acts.

  Note that a reaction force application start switch (not shown) may be provided so that the driver can switch between a power application mode in which the power application device 26 is operated and a power off mode in which the power application device 26 is not operated. In this case, when the driver selects the power application mode via the switch, the start of application of the motor power Fm from the motor 36 to the accelerator pedal 20 may be commanded to the ECU 16. When the power-off mode is selected, the motor 36 is reversely rotated to disconnect the power applying device 26 from the accelerator pedal 20 and the pedal side arm 22 and when the start of applying the motor power Fm is commanded. Alternatively, the motor power Fm may be transmitted from the power applying device 26 to the accelerator pedal 20 only.

2. Motor Output Control (1) Overview As described above, in the present embodiment, for example, the first urging force Fs1 generated by the urging force generator 24 and the motor 36 are generated as the urging force applied to the accelerator pedal 20. Motor power Fm to be generated and a second biasing force Fs2 generated by the additional spring 42. Hereinafter, the total urging force applied to the accelerator pedal 20 is referred to as a total urging force Ft. Of the total biasing force Ft, the motor power Fm and the second biasing force Fs2 are added by incorporating the power applying device 26 into the vehicle 10. On the other hand, the first urging force Fs1 is applied to the accelerator pedal 20 even when the power applying device 26 is not incorporated in the vehicle 10.

  Further, the motor power Fm of the present embodiment has a function as a motor reaction force Fr for notifying the driver of an appropriate operation amount θ, and a frictional force (operation resistance) generated with the operation of the accelerator pedal 20. And a function as an inclination compensation force Fi for compensating for an inclination of the characteristic of the second urging force Fs2 generated by the additional spring 42. Therefore, the ECU 16 controls the motor power Fm by combining the control of the motor reaction force Fr, the control of the friction compensation force Ff, and the control of the inclination compensation force Fi.

  FIG. 4 is a diagram conceptually showing a flow in which the ECU 16 calculates the control amount of the motor power Fm. As shown in FIG. 4, the ECU 16 calculates a target current (first target current I1tar) of the motor 36 corresponding to the target value of the motor reaction force Fr using the reaction force control logic 50 that controls the motor reaction force Fr. To do. Further, the ECU 16 calculates a target current (second target current I2tar) of the motor 36 corresponding to the target value of the friction compensation force Ff using the friction compensation logic 52 that controls the friction compensation force Ff. Further, the ECU 16 calculates a target current (third target current I3tar) of the motor 36 corresponding to the target value of the slope compensation force Fi using the slope compensation logic 54 that controls the slope compensation force Fi. The ECU 16 adds the first target current I1tar, the second target current I2tar, and the third target current I3tar, calculates the target current Im_tar of the motor 36, and supplies the motor 36 with a current corresponding to the target current Im_tar. .

(2) Control of motor reaction force Fr As described above, the motor reaction force Fr is the motor power Fm for notifying the driver of an appropriate operation amount θ. The motor reaction force Fr is controlled using the operation amount θ detected by the operation amount sensor 34, the vehicle speed [km / h] detected by a vehicle speed sensor (not shown), and the like. As the control of the motor reaction force Fr, for example, the one described in WO 2009/136512 A1 can be used.

(3) Control of Friction Compensation Force Ff As described above, the friction compensation force Ff is the motor power Fm for compensating for the friction force (operation resistance) generated with the operation of the accelerator pedal 20. The frictional force compensated here includes, for example, contact of each member in the urging force generating device 24 and contact of each member in the power applying device 26.

  As shown in FIG. 5, the ECU 16 changes the second target current I2tar corresponding to the target value of the friction compensation force Ff according to the change amount Δθ [degree / sec] per unit time of the operation amount θ. That is, when the change amount Δθ is from 0 to the threshold value TH1, the value subtracted from the output current to the motor 36 is increased as the change amount Δθ increases. When the amount of change Δθ is equal to or greater than the threshold value TH1, the second target current I2tar is set to a minimum value and constant. Further, when the change amount Δθ is from 0 to the threshold value TH2, the value added to the output current to the motor 36 is increased as the change amount Δθ decreases. When the change amount Δθ is equal to or less than the threshold value TH2, the second target current I2tar is set to a constant maximum value.

(4) Control of Inclination Compensation Force Fi As described above, the inclination compensation force Fi is the motor power Fm for compensating the second urging force Fs2 generated by the additional spring 42.

  FIG. 6 shows the relationship between the operation amount θ of the accelerator pedal 20, the first urging force Fs1 generated by the urging force generator 24, and the second urging force Fs2 generated by the additional spring 42.

  As shown in FIG. 6, the slope of the characteristic of the second urging force Fs2 of the present embodiment (the amount of change in the second urging force Fs2 accompanying the amount of change in the operation amount θ) is generated by the urging force generator 24. The slope of the characteristic of the urging force Fs1 (the amount of change in the first urging force Fs1 associated with the amount of change in the operation amount θ) is larger. Therefore, even when the motor reaction force Fr is ignored, the urging force applied to the accelerator pedal 20 (that is, the total applied force) is determined depending on whether the pedal side arm 22 and the motor side arm 40 are connected or not. The force Ft) and its slope change. In particular, when the inclination of the total urging force Ft changes, the driver may feel uncomfortable with respect to the sense of operation of the accelerator pedal 20.

  Further, even in the same vehicle type, there is a possibility that the driver may drive both the vehicle 10 equipped with the power applying device 26 and the vehicle not equipped. For example, when the same driver repeatedly uses a rental car of the same vehicle type, when a plurality of sales vehicles are used by a plurality of salesmen, a technician at an automobile maintenance shop handles a repair vehicle of the same vehicle type. In these cases as well, the driver may feel uncomfortable regarding the operation feeling of the accelerator pedal 20.

  Therefore, in the present embodiment, the inclination compensation force Fi is controlled so that the inclination of the total urging force Ft is constant regardless of whether or not the power applying device 26 is attached. Specifically, as shown in FIG. 7, the total urging force Ft when the second urging force Fs2 and the inclination compensation force Fi are added is the gradient when the second urging force Fs2 and the inclination compensation force Fi are not added ( The inclination compensation force Fi is controlled to be the same as the inclination of only the first urging force Fs1.

  Specifically, as shown in FIG. 8, the relationship between the operation amount θ of the accelerator pedal 20 and the third target current I3Tar corresponding to the target value of the inclination compensation force Fi is stored in advance in storage means (not shown). The third target current I3tar is set according to the operation amount θ. The relationship between the operation amount θ and the third target current I3tar may be specified in advance by simulation or actual measurement.

3. As described above, according to the present embodiment, the pedal-side arm 22 and the motor-side arm 40 are always connected when the power applying device 26 is on. No hitting sound (collision sound) is generated between the motor side arm 40 and the motor side arm 40. For this reason, the driver does not feel uncomfortable with the hitting sound.

  Further, the motor power Fm (friction compensation force Ff) is applied to the accelerator pedal 20 so as to reduce the operation resistance (friction force) by the power applying device 26 when the accelerator pedal 20 is operated. For this reason, for example, even if the configuration is such that the power application mode in which the power application device 26 is operated and the power off mode in which the power application device 26 is not operated can be switched, the driver can operate the accelerator with the same operation feeling regardless of which mode is selected. The pedal 20 can be operated. Or it becomes easy to aim at equalization of the operation feeling of the accelerator pedal 20 about the same vehicle type or a different vehicle type irrespective of the presence or absence of mounting of the power grant device 26. For this reason, it becomes possible to eliminate the need to change specifications other than the power application device 26 (for example, the specifications of the urging force generation device 24) depending on whether or not the power application device 26 is mounted. Therefore, it becomes easy to share parts.

  In the present embodiment, motor power Fm (tilt compensation force Fi) is applied to the accelerator pedal 20 so as to reduce the slope of the characteristic of the second urging force Fs2 by the additional spring 42 when the accelerator pedal 20 is operated. For this reason, for example, the structure which can switch between the urging | biasing force provision mode (equivalent to the said power application mode) which transmits the 2nd urging | biasing force Fs2 by the additional spring 42, and the urging | biasing force off mode (equivalent to the said power off mode) which is not transmitted Even so, the driver can operate the accelerator pedal 20 with the same operation feeling regardless of which mode is selected. Or it becomes easy to aim at equalization of the operation feeling of the accelerator pedal 20 about the same vehicle type or a different vehicle type irrespective of the presence or absence of mounting of the power grant device 26. For this reason, it becomes possible to eliminate the need to change specifications other than the power application device 26 (for example, the specifications of the urging force generation device 24) depending on whether or not the power application device 26 is mounted. Therefore, it becomes easy to share parts.

  In the present embodiment, the motor power Fm (tilt compensation force Fi) is applied to the accelerator pedal 20 so that the increasing gradient of the total biasing force Ft is equal regardless of whether the additional spring 42 functions or does not function. For this reason, for example, the structure which can switch between the urging | biasing force provision mode (equivalent to the said power application mode) which transmits the 2nd urging | biasing force Fs2 by the additional spring 42, and the urging | biasing force off mode (equivalent to the said power off mode) which is not transmitted Even so, the relationship between the operation amount θ of the accelerator pedal 20 and the motor power Fm associated therewith can be made equivalent. Therefore, the driver can hardly give the driver an uncomfortable feeling related to the operation of the accelerator pedal 20 with the switching between the two modes. Alternatively, regardless of whether or not the power applying device 26 is mounted, it is difficult to give an uncomfortable feeling regarding the operation of the accelerator pedal 20 for the same vehicle type or different vehicle types. For this reason, it becomes possible to eliminate the need to change specifications other than the power application device 26 (for example, the specifications of the urging force generation device 24) depending on whether or not the power application device 26 is mounted. Therefore, it becomes easy to share parts.

  Further, the motor power Fm (inclination compensation force Fi as positive power) is added to match the increasing gradient of the total urging force Ft when the additional spring 42 functions and when it does not function (see FIG. 7). In this case, when the operation amount θ of the accelerator pedal 20 is small, a larger motor power Fm (inclination compensation force Fi) is added, and when the operation amount θ is large, a smaller motor power Fm (inclination compensation force Fi) is added. Become. Accordingly, a large motor power Fm is required at the initial operation when the operation amount θ is small, but a small motor power Fm is required at the time of normal traveling where the operation amount θ is large. As a result, the motor power Fm generated by the power applying device 26 during normal travel is reduced, so that energy consumption can be suppressed. That is, the power consumption or current consumption of the motor 36 can be suppressed, and the load on the battery (not shown) can be reduced.

  Furthermore, in order to equalize the increasing gradient of the total biasing force Ft by adding the motor power Fm (tilt compensation force Fi), it is only necessary to generate the motor power Fm in the same direction. For this reason, it is not necessary to provide a configuration and control for generating the motor power Fm in the opposite direction, and the configuration and control of the accelerator pedal device 12 can be simplified.

B. Modifications It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification. For example, the following configuration can be adopted.

  In the above embodiment, the vehicle 10 is a gasoline vehicle, but is not limited thereto, and may be an electric vehicle including a hybrid vehicle and a fuel cell vehicle.

  In the above embodiment, the accelerator pedal 20 is used as the pedal for applying the motor power Fm, but the same configuration can be applied to the brake pedal. That is, in a configuration in which the motor power Fm can be applied to the brake pedal, the friction compensation force Ff and the tilt compensation force Fi can be controlled.

  In the above embodiment, the motor 36 is used to generate the power (biasing force) to be applied to the accelerator pedal 20, but not limited to this, other driving force generating means (for example, a pneumatic actuator) can also be used. .

  In the above embodiment, the control of the motor reaction force Fr, the control of the friction compensation force Ff, and the control of the inclination compensation force Fi are combined, but only one or two of them can be used.

  In the above embodiment, the inclination of the second urging force Fs2 is compensated by adding the inclination compensation force Fi (adding the positive inclination compensation force Fi), but the present invention is not limited to this. For example, as shown in FIG. 9, the slope of the second biasing force Fs2 is compensated by subtracting the slope compensation force Fi (adding the negative slope compensation force Fi) with the third target current I3tar being a negative value. You can also. Alternatively, the inclination of the second biasing force Fs2 can be compensated by combining the addition and subtraction of the inclination compensation force Fi.

  In the above embodiment, the inclination of the second urging force Fs2 is compensated, but in addition to this, the magnitude of the second urging force Fs2 can also be compensated. That is, as described above, even in the same vehicle type, there is a possibility that the driver may use both the vehicle 10 equipped with the power applying device 26 and the vehicle not equipped. For example, when the same driver repeatedly uses a rental car of the same vehicle type, when a plurality of sales vehicles are used by a plurality of salesmen, a technician at an automobile maintenance shop handles a repair vehicle of the same vehicle type. In these cases, not only the change in the gradient of the total urging force Ft but also the magnitude of the total urging force Ft itself may give the driver a sense of incongruity regarding the operation feeling of the accelerator pedal 20.

  Therefore, the characteristic (FIG. 10) of the first urging force Fs1 for the vehicle 10 to which the power applying device 26 is attached, and the characteristic (see FIG. 3) of the first urging force Fs1 for the vehicle 10 to which the power applying device 26 is not attached. In comparison, it can be lowered in advance. As a result, as shown in FIG. 11, it is possible to match the characteristics (see FIG. 3) of the total urging force Ft of the vehicle 10 to which the power applying device 26 is mounted and the vehicle 10 to which the power applying device 26 is not mounted.

  According to such a modification, in addition to the effects in the above embodiment, the following effects can be obtained. That is, the application characteristic of the total urging force Ft when the additional spring 42 functions is made equal to the application characteristic of the total urging force Ft used in the accelerator pedal device 12 in which the power application device 26 is not mounted. For this reason, for example, regardless of whether or not the power applying device 26 is mounted, it is difficult to give a sense of discomfort regarding the operation of the accelerator pedal 20 for the same vehicle type or different vehicle types.

  For example, the following method can be used to manufacture a vehicle on which the power applying device 26 is mounted and a vehicle on which the power applying device 26 is not mounted on the same line or assembly device. That is, an urging force generator having a low characteristic of the first urging force Fs1 (hereinafter referred to as “biasing force generator 24a”) is prepared for a vehicle to which the power applying device 26 is mounted, and the vehicle to which the power applying device 26 is not mounted. For this purpose, a biasing force generating device 24 having a characteristic of the first biasing force Fs1 (hereinafter referred to as “biasing force generating device 24b”) is prepared. Further, whether or not the power applying device 26 is to be mounted is input to the vehicle 10 to be manufactured this time via an input device of a control computer provided in a factory line. And about the vehicle 10 which mounts the power provision apparatus 26, the power provision apparatus 26 and the urging | biasing force generator 24a are mounted | worn. On the other hand, for the vehicle 10 not equipped with the power applying device 26, only the urging force generating device 24b is mounted.

  In the above embodiment, the motor power Fm and the second urging force Fs2 are transmitted to the accelerator pedal 20 via the pedal-side arm 22, but not limited thereto, for example, the motor power Fm directly from the power applying device 26 to the accelerator pedal 20. The second urging force Fs2 may be transmitted.

  In the above embodiment, the urging force generator 24 is configured only from a mechanical configuration, but a device having an electrical or electromagnetic mechanism may be used.

Claims (4)

A pedal member (20, 22) operated by the driver;
A power applying device (26) for applying power to the pedal member (20, 22),
A pedal device (12) in which the output part (40) of the power applying device (26) and the pedal member (20, 22) are always connected,
The power applying device (26) applies power to the pedal member (20, 22) so as to reduce an operating resistance of the power applying device (26) when the pedal member (20, 22) is operated. A pedal device (12) characterized by the following. A pedal member (20, 22) operated by the driver;
A power applying device (26) for applying power to the pedal member (20, 22);
One end is connected to the pedal member (20, 22), the other end is connected to the vehicle body, and the output part (40) of the power applying device (26) is in contact with the pedal member (20, 22). A pedal device (12) comprising: an urging member (42) for applying an urging force for maintaining a state;
The power applying device (26) applies power to the pedal member (20, 22) so as to reduce a biasing force of the biasing member (42) when the pedal member (20, 22) is operated. A pedal device (12) characterized by the following. A pedal member (20, 22) operated by the driver;
A power applying device (26) for applying power to the pedal member (20, 22);
One end is connected to the pedal member (20, 22), the other end is connected to the vehicle body, and the output part (40) of the power applying device (26) is in contact with the pedal member (20, 22). A pedal device (12) comprising: an urging member (42) for applying an urging force for maintaining a state;
The urging force by the urging member (42) increases as the operation amount of the pedal member (20, 22) increases.
The increasing gradient of the total urging force applied to the pedal member (20, 22) corresponding to the operation amount of the pedal member (20, 22) is greater when the urging member (42) functions. The force member (42) is larger than the case where it does not function,
The urging member (42) functions by adding the motive power to the urging force of the urging member (42) when the pedal member (20, 22) is operated. The pedal device (12) is characterized in that an increase gradient of the total biasing force in the case is equal to an increase gradient of the total biasing force when the biasing member (42) does not function. A pedal member (20, 22) operated by the driver;
A power applying device (26) for applying power to the pedal member (20, 22);
One end is connected to the pedal member (20, 22), the other end is connected to the vehicle body, and the output part (40) of the power applying device (26) is in contact with the pedal member (20, 22). A pedal device (12) comprising: an urging member (42) for applying an urging force for maintaining a state;
The urging force by the urging member (42) increases as the operation amount of the pedal member (20, 22) increases.
The increasing gradient of the total urging force applied to the pedal member (20, 22) corresponding to the operation amount of the pedal member (20, 22) is greater when the urging member (42) functions. The force member (42) is larger than the case where it does not function,
When the urging member (42) does not function, the application characteristic of the total urging force is set lower than the application characteristic of the total urging force used in the pedal device that does not include the power application device (26).
The urging member (42) functions by adding the motive power to the urging force of the urging member (42) when the pedal member (20, 22) is operated. A pedal device (12) characterized in that a total biasing force application characteristic in the case is equivalent to a total biasing force application characteristic used in a pedal device not equipped with the power applying device (26).

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