WO1997012779A1 - Module pedale d'accelerateur - Google Patents

Module pedale d'accelerateur Download PDF

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Publication number
WO1997012779A1
WO1997012779A1 PCT/DE1996/001050 DE9601050W WO9712779A1 WO 1997012779 A1 WO1997012779 A1 WO 1997012779A1 DE 9601050 W DE9601050 W DE 9601050W WO 9712779 A1 WO9712779 A1 WO 9712779A1
Authority
WO
WIPO (PCT)
Prior art keywords
sensor
lever
pedal lever
accelerator pedal
pedal
Prior art date
Application number
PCT/DE1996/001050
Other languages
German (de)
English (en)
Inventor
Jörg ASCHOFF
Harry Fleig
Emil Pfetzer
Uwe Velte
Erik Maennle
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO1997012779A1 publication Critical patent/WO1997012779A1/fr

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G05G1/38—Controlling members actuated by foot comprising means to continuously detect pedal position

Definitions

  • the invention relates to an accelerator pedal module for controlling the power of a drive machine according to the preamble of the main claim.
  • the motor vehicle driver's request must be transmitted to the drive machine by a pedal lever arranged in the area of the motor vehicle driver.
  • the transmission is normally carried out with the aid of mechanical transmission means.
  • the mechanical transmission means are, for example, a linkage or a Bowden cable.
  • the mechanical transmission means are increasingly being replaced by electrical transmission means. In these solutions there is a sensor that measures the position of the pedal lever.
  • Measured values from this sensor are transmitted to the drive machine for the purpose of controlling the drive machine.
  • the known pedal value transmitters are usually mounted outside the footwell of the motor vehicle driver, and an accelerator pedal arranged within the area of action of the motor vehicle driver is connected to the pedal value sensor with the sensor via a linkage.
  • the accelerator pedal module designed according to the invention with the characterizing features of the main claim has the particular advantage that it is easy to manufacture, small in size and offers the possibility of choosing the shape of the accelerator pedal module so that it can be arranged directly in the driver's area of action without great effort can.
  • the number of components required overall is advantageously particularly small.
  • the accelerator pedal module can be manufactured as a compact structural unit, the space requirement for the accelerator pedal module in a motor vehicle is advantageously particularly small and the installation of the accelerator pedal module in the motor vehicle is particularly simple.
  • the return spring of the return spring is designed so that in the event of a breakage of the return spring, at least a portion of the return spring visibly falls out of its functional position, this offers the advantage that the error can be easily identified in an inspection of the vehicle or the accelerator pedal module can.
  • the return spring includes several, preferably two
  • the leaf spring is bent so that it has an approximately U-shaped shape at least in the installed state, then this offers the advantage that the leaf spring can be arranged particularly easily and essentially without additional installation space in the area of the holding structure and the pedal lever.
  • the U-shaped shape is particularly clever approximately the angular position that the pedal lever has in relation to the holding structure.
  • the arrangement of the arc of the leaf spring with a substantially constant distance around the pivot axis offers the advantage that the spring legs of the leaf spring do not perform any or no significant relative movement with respect to the holding structure or with respect to the pedal lever.
  • the minimization of the relative movement ensures that no poorly calculable friction influences the friction that is usually desired.
  • Securing one or both spring legs of the leaf spring additionally ensures that no longitudinal displacement between the leaf spring and the holding structure or the leaf spring and the pedal lever can take place.
  • the bearing radius determining the friction can be adapted to the wishes of the customer or vehicle-specific requirements in a simple, advantageous manner.
  • the sensor supplying a signal to a control does not have to be changed.
  • the return spring is designed in such a way that it acts on the pedal lever in a way that determines the friction, this has the advantage that, in the event of a possible reduction in the return force of the return spring due to a defect, the friction decreases to the same extent as the return force that a return of the pedal lever remains guaranteed even with a reduced restoring force.
  • the attachment of the kick-down mechanism or a switch or a fixed stop on the holding structure or on the pedal lever offers the advantage that the required kick-down mechanism or the required switch or fixed stop can be attached, without or without any other significant changes to the accelerator pedal module.
  • the snap mechanism advantageously facilitates the attachment of the kick-down mechanism or the switch or the fixed stop in an advantageous manner. Furthermore, the snap mechanism advantageously facilitates a short-term adaptation of the accelerator pedal module to special customer requirements.
  • a sensor is a complex component that can only be manufactured cost-effectively if it is possible Manufacture sensor in a uniform design in large numbers. Any modification increases the manufacturing effort considerably.
  • the proposed accelerator pedal module can advantageously be manufactured in such a way that a uniformly constructed sensor can always be attached to the holding structure.
  • the adaptation to special customer requirements, which can fluctuate considerably depending on the vehicle, can advantageously be achieved by simply changing the pedal lever or the holding structure or the bearing radius without great effort.
  • the resolution of the sensor can be easily adapted to the customer's wishes in a simple manner, advantageously and without great effort, without any change of the sensor is required.
  • the reset lock acting between the pedal lever and the sensor lever offers the advantage that a sensor reset is ensured without a sensor reset spring or in the event of a sensor reset spring failure.
  • FIGS. 1 to 10 show differently designed, particularly advantageous, selected exemplary embodiments in an overview or details and different representations of different exemplary embodiments or sections from an exemplary embodiment. Description of the embodiments
  • the accelerator pedal module designed according to the invention can be used to control various drive machines.
  • the prime mover is, for example, a gasoline engine, the throttle valve of which is adjusted by a servomotor.
  • the accelerator pedal module is used to generate electrical signals that are fed to the servomotor that adjusts the throttle valve.
  • the prime mover can also be, for example
  • the accelerator pedal module is preferably arranged directly in the action area of the motor vehicle driver of a motor vehicle.
  • the pedal lever of the accelerator pedal module is preferably the accelerator pedal operated directly by the driver's foot. If there is a particular need, however, it is also easily possible to steer a separate accelerator pedal or another operating lever on the pedal lever of the accelerator pedal module using simple mechanical means.
  • the accelerator pedal module 1 shows a schematic representation of an accelerator pedal module 1.
  • the accelerator pedal module 1 comprises a holding structure 2, a pedal lever 3, a friction device 4, a sensor 5, a switch 6, a kick-down mechanism 7, a return spring 8 and a bearing point 9 .
  • the holding structure 2 is preferably fastened directly in the foot region of a motor vehicle driver to a chassis 12 symbolically represented by hatching in FIG. 1.
  • the pedal lever 3 is preferably operated directly from the driver's foot. But it is also possible to use the pedal lever 3 to steer a separate accelerator pedal using a simple linkage.
  • the pedal lever 3 is pivotally mounted at the bearing point 9 with respect to the holding structure 2.
  • the sensor 5 senses the position of the pedal lever 3 and delivers a signal corresponding to the position of the pedal lever 3 to a controller 14 via electrical lines shown in broken lines in FIG.
  • the switch 6 supplies a signal to the control 14 via an electrical line shown in broken lines.
  • the switch 6 can be provided, for example, to determine whether the pedal lever 3 is not actuated and / or whether the pedal lever 3 is actuated to the maximum is. Depending on the application, switch 6 can be omitted.
  • the kick-down mechanism 7 ensures that the force with which the pedal lever 3 has to be actuated increases suddenly in a certain position of the pedal lever 3. Depending on the application, in particular depending on the type of drive machine 16, the kick-down mechanism 7 is present or the kick-down mechanism 7 is dispensed with.
  • the switch 6 and the kick-down mechanism 7 are attached in the particularly advantageous exemplary embodiments selected for the description by a simple snap mechanism in such a way that these parts can also be omitted if necessary without any other changes.
  • a fixed stop can easily be provided, which is also fastened via a snap mechanism. This facilitates the adaptation of the accelerator pedal module 1 to vehicle-specific ones Requirements essential.
  • the fixed stop can e.g. B. serve to limit a full load position V.
  • a sensor return spring 11 is provided in sensor 5.
  • the sensor return spring 11 ensures that the movable part of the sensor 5 can follow any movement of the pedal lever 3 without play.
  • the reset fuse 10 ensures that in the event of a failure of the sensor return spring ll the movable
  • Part of the sensor 5 is carried by the pedal lever 3.
  • the movable part of the sensor 5 even if the sensor return spring 11 fails, reaches a safety position in which, for example, the power of the drive machine 16 is so small that the motor vehicle at least does not accelerate.
  • the reset safety device 10 engages the movable part of the sensor 5 with some play. The play occurring in the event of failure of the sensor return spring 11 between the movable part of the sensor 5 and the pedal lever 3 is at most a minor blemish and can be accepted without problems.
  • Drive machine 16 is, for example, a gasoline engine, a diesel engine, a hybrid motor, an electric motor, or the like.
  • a full load stop 18 and a rest stop 20 are provided on the holding structure 2. If the pedal lever 3 is not actuated by the vehicle driver, then the pedal lever 3, driven by the rear suspension 8, is located at the rest stop 20. This position is hereinafter referred to as
  • Position R designated.
  • the driver can Operate pedal lever 3 until pedal lever 3 comes into contact with full load stop 18.
  • This position of the pedal lever 3 on the full-load stop 18 is referred to below as the full-load position V.
  • the full load position V of the pedal lever 3 is shown symbolically in FIG. 1 by a dash-dotted line.
  • the drive machine 16 works, for example, with minimal power, unless the drive machine 16 works with higher power on the basis of signals from an encoder 21.
  • the encoder 21 is, for. B. a temperature sensor, an automatic speed sensor or the like.
  • the drive machine 16 can also be switched off when the pedal lever 3 is in the rest position R.
  • pivot axis 22 In the area of the bearing point 9 there is a pivot axis 22.
  • the pivot axis 22 runs perpendicular to the image plane shown in FIG. 1 and is the pivot center around which the pedal lever 3 can be pivoted.
  • the pivot axis 22 is symbolically indicated in the drawing (FIG. 1) by two short lines (+) perpendicular to one another.
  • the pedal lever 3 is adjustable via an actuation angle alpha ( ⁇ ).
  • Actuation angle alpha ( ⁇ ) is, for example, 15 °.
  • the driver can actuate the pedal lever 3 from the rest position R to the full-load position V. If the pedal lever 3 is not actuated, the return spring 8 ensures that the pedal lever 3 comes into the rest position R.
  • the rear suspension 8 includes a plurality of return springs 24, 26.
  • the return spring 8 is designed so that at Failure of one of the return springs 24, 26 is sufficient for the restoring force F3 (FIG. 10) of the rest of the restoring spring or rest of the restoring springs to safely return the pedal lever 3 to the rest position R. It has been shown that the use of two return springs 24, 26 for the
  • Return spring 8 is optimal with a view to the construction costs and the achievable safety.
  • the division of the return spring 8 into three return springs or even more return springs is also possible, but should not be necessary even with high safety requirements.
  • the friction device 4 is shown symbolically for the sake of clarity as a separate element acting between the pedal lever 3 and the holding structure 2.
  • the friction device 4 is integrated directly into the bearing point 9, which, among other things, with regard to the function, the adaptability of the accelerator pedal module 1 to different conditions of different motor vehicles, as well as the number of required components and other construction work and the size offers significant advantages. This is explained in detail with reference to the figures described below.
  • FIG. 10 shows the accelerator pedal module 1 in a highly schematic form.
  • FIG. 10 shows at a glance easily the forces and torques acting on the pedal lever 3.
  • the forces acting on the pedal lever 3 are provided with the letter F.
  • the torques acting on the pedal lever 3 are provided with an M.
  • FIG. 10 shows the forces F1 to F4 acting on the pedal lever 3 and the torques Ml to M3 during a smooth adjustment of the pedal lever 3 in a clockwise direction about the pivot axis 22, i. H. during an adjustment of the pedal lever 3 in the direction of full load position V (FIG. 1).
  • the friction device 4 ensures a friction hysteresis which hinders a pivoting movement of the pedal lever 3. Both when the pedal lever 3 is actuated from the rest position R into the full-load position V and when the pedal lever 3 is actuated from the full-load position V into the rest position R, the friction device 4 ensures a frictional force between the pedal lever 3 and the holding structure 2 Pedal lever 3 in the full load position V acting on the pedal lever 3 is referred to below as the friction force F1 and is symbolized in FIG. 10 by an arrow with the reference symbol F1.
  • the frictional force Fl acts on a bearing journal 30 which is integrally formed on the pedal lever 3 in a rotationally fixed manner.
  • the bearing journal 30 has a large radius, hereinafter referred to as the bearing radius 40.
  • the bearing journal 30 is rotatably mounted in a bearing shell 34 which is integrally molded or non-rotatably mounted on the holding structure 2.
  • the friction force F1 acting on the pedal lever 3 between the pedal lever 3 and the holding structure 2 brings about a torque which is opposite to the pivoting movement of the pedal lever 3. This torque is referred to below as the friction torque Ml. That of the swivel movement opposing friction torque Ml results in a friction hysteresis which hinders the pivoting movement of the pedal lever 3.
  • the pedal lever 3 carries a pedal plate 28.
  • the motor vehicle driver presses the pedal plate 28 with a pedal force F2.
  • the pedal force F2 results in an actuating torque M2 on the pedal lever 3 in a clockwise direction about the pivot axis 22.
  • Die Restoring force F3 of the restoring spring 8 results in a restoring moment M3 on the pedal lever 3 about the pivot axis 22 in the counterclockwise direction.
  • the actuation torque M2 must be at least as large as the restoring moment M3 of the restoring spring 8 plus the friction torque Ml.
  • Pedal lever 3 only occurs when the actuating torque M2 is less than the restoring moment M3 of the restoring spring 8 minus the frictional moment Ml.
  • the friction torque Ml creates a hysteresis, which ensures that the pedal lever 3 does not inadvertently execute a movement even with small changes in the pedal force F2 or the actuating torque M2 acting on the pedal plate 28.
  • FIG. 2 shows a side view of a selected, particularly advantageous exemplary embodiment.
  • the pedal plate 28 is integrally formed on the pedal lever 3. To increase the power of the drive machine 16 (FIG. 1), the vehicle driver presses the pedal plate 28 with his foot.
  • FIG. 3 shows a section through the accelerator pedal module 1 along the section plane III-III indicated by dash-dotted lines in FIG.
  • FIG. 4 shows a section of the sectional plane IV-IV indicated in FIG. 3.
  • FIG. 4 only a section of the holding structure 2 and the pedal lever 3 can be seen.
  • FIG. 5 a sectional plane labeled V-V in FIG. 3 is shown.
  • the bearing pin 30 and, as shown in FIG. 3, a further bearing pin 32 are formed on the pedal lever 3.
  • the bearing shell 34 and a further bearing shell 36 are fastened to the holding structure 2.
  • one of the two bearing shells 34, 36 and one bearing journal 30, 32 is located on both sides of the pedal lever 3. This results in a particularly reliable, stable mounting of the pedal lever 3 on both sides.
  • a cross strut 38 and a stepped opening 37 are formed on the holding structure 2 (FIG. 4).
  • the bearing shell 34 can be subdivided into a central region 34a, a first end region 34b and a second end region 34c (FIG. 4).
  • the central region 34a is designed in the shape of an arc and has the bearing radius provided with the reference number 40 on the inside of the arc.
  • the first end region 34b is shaped like a hook and is suspended on the cross strut 38.
  • the second end region 34c of the bearing shell 34 has a step executed cylindrical shape.
  • a circumferential projection 34d is provided on the outer circumference of the second end region 34c.
  • This projection 34d is designed such that when the bearing shell 34 is mounted on the holding structure 2, the second end region 34c can be pressed into the opening 37 with moderate force, but because of the circumferential projection 34d the second end region 34c slips out of the opening 37 prevented.
  • a bolt 34f serves to increase the security against slipping out.
  • the cylinder-like second end region 34c has one
  • a pedal lever guide 44 (FIG. 4) is provided in or on the holding structure 2.
  • the pedal lever guide 44 has one
  • the bearing journal 30 can be divided into a friction section 30a and a guide section 30b.
  • the outer radius of the friction section 30a is adapted to the bearing radius 40, specifically so that the friction section 30a fits into the shell-shaped central region 34a of the bearing shell 34 without jamming. In the following, it is assumed approximately in a simplified manner that the radius on the outer circumference of the friction section 30a is identical to the bearing radius 40.
  • the outer radius of the guide section 30b of the bearing journal 30 is adapted to the inner radius of the pedal lever guide 44 and in such a way that a guide of the Pedal lever 3 on the holding structure 2 results.
  • the bearing shell 34 holds the guide section 30b of the bearing pin 30 in the pedal lever guide 44 provided on the holding structure 2.
  • the contact radius between the pedal lever guide 44 and the guide section 30b of the bearing pin 30 is selected to be relatively small, so that there is no significant frictional action between the pedal lever 3 and the holding structure 2. Since the friction at this point depends on various circumstances, e.g. B. of manufacturing tolerances, state of wear, occurrence of possibly acting obliquely on the pedal lever 3, etc., it is advisable to design this point ⁇ o that the friction force or the friction torque occurring here is negligible.
  • the back part suspension 8 in the illustrated, particularly advantageous exemplary embodiment comprises two return springs 24, 26, both return springs 24, 26 in a particularly clever manner in the form of two leaf springs 24 and 26 (in particular 5, 6) are executed.
  • the leaf spring 24 is U-shaped and has a spring leg 24a and one
  • Spring leg 24b A region of the leaf spring 24 which is curved in the form of a circular arc and connects the two spring legs 24a, 24b is referred to below as the central spring region 24m.
  • the spring leg 24a acts on the holding structure 2.
  • the other spring leg 24b acts on the pedal lever 3 in an effort to return the pedal lever 3 to the rest position R (FIG. 1).
  • Both leaf springs 24, 26 have the same shape and have the same effect.
  • the approximately U-shaped shape of the leaf spring 24 can be such that the spring legs 24a, 24b parallel or, proceeding from the middle spring area 24m, convergent or divergent to each other. This essentially depends on the angular position that the pedal lever 3 assumes with respect to the holding structure 2.
  • the leaf springs 24, 26 generate a transverse force which acts as a restoring force F3 on the pedal lever 3 (FIG. 10).
  • the restoring force F3 acts on the pedal lever 3 at a radial distance from the pivot axis 22.
  • the restoring force F3 and the radial distance result in the restoring moment M3 already mentioned above which acts on the pedal lever 3.
  • the reset torque M3 acts on the pedal lever 3 counterclockwise (FIGS. 4, 5, 10).
  • the restoring force F3 generated by the leaf springs 24, 26 and acting on the pedal lever 3 results in a reaction force F4 with which the holding structure 2 acts on the pedal lever 3 in the region of the bearing point 9.
  • the amount of this reaction force F4 is the same as the reset force F3 with which the leaf springs 24, 26 act on the pedal lever 3.
  • the reaction force F4 is absorbed in the area of the bearing point 9 between the friction section 30a of the bearing journal 30 and the central area 34a of the bearing shell 34 (FIG. 4).
  • the reaction force F4 Since the leaf springs 24, 26 can be designed to be relatively soft, and so that when the pedal lever 3 is actuated, the restoring force F3 hardly changes over the entire actuation angle alpha ( ⁇ ), the reaction force F4 also changes between the friction section 30a of the bearing journal 30 and the central region 34a of the bearing shell 34 just as little.
  • the reaction force F4 between the parts mentioned in the area of the bearing 9 is in particular independent of manufacturing tolerances in the area of the bearing 9 and also independent of any wear that may occur. Furthermore, the reaction force F4 is independent of forces acting on the pedal plate 28. Since the restoring force F3 with which the leaf springs 24, 26 act on the pedal lever 3, can be dimensioned relatively simply and precisely constructively, the reaction force F4 between the bearing journal 30 and the bearing shell 34 can be predetermined in a structurally simple manner.
  • the friction torque Ml is from the outer radius of the friction section 30a, i.e. depends on the bearing radius 40, it is possible to influence the frictional torque M1 in a very simple manner by constructively setting the bearing radius 40.
  • the bearing radius 40 must be selected to be sufficiently large so that the frictional moment Ml is sufficiently large.
  • the bearing radius 40 is preferably substantially larger than the outer radius of the Guide section 30b of the bearing journal 30.
  • the guide section 30b has an outer radius which is customary for bearings and is as small as possible.
  • a spring system 24c (FIG. 5) is provided on the holding structure 2, against which the spring leg 24a bears.
  • the spring system 24c is designed such that the spring leg 24a can rest against the spring system 24c over a longer distance.
  • a spring fixation 24e is provided on an end of the spring leg 24a facing away from the central spring region 24m. The spring fixation 24e has the task of ensuring that the outer end of the spring leg 24a of the leaf spring 24 cannot move significantly with respect to the holding structure 2.
  • a spring system 24d (FIGS. 5, 6) is provided on the pedal lever 3.
  • the spring system 24d is designed such that only the end of the spring leg 24b facing away from the central spring region 24m bears on the pedal lever 3.
  • the prestressed leaf spring 24 provides the restoring force F3 on the spring system 24d (FIG. 10).
  • the leaf spring 24 is preferably installed in such a way that the circularly curved central spring region 24m extends at an approximately constant distance about the pivot axis 22. This ensures that the non-fixed end of the spring leg 24b (FIG. 5) does not move, or only insignificantly, relative to the pedal lever 3 during a pivoting of the pedal lever 3.
  • Figure 6 shows a modified embodiment.
  • the sectional plane shown here also runs along the dash-dotted line VV shown in FIG. 3.
  • the end of the spring leg 24b facing away from the central spring region 24m is also fixed on the pedal lever 3 against displacement by a further spring fixation 24f. Since tolerances can never be completely ruled out, in the exemplary embodiment shown in FIG. 6, the spring systems 24c, 24d are designed in such a way that only the ends of the leaf spring 24 facing away from the central spring region 24m rest on the holding structure 2 or on the pedal lever 3.
  • Pedal levers 3 can thus perform the non-contacting areas of the leaf spring 24, in particular the central spring area 24m, possibly occurring lateral evasive movements. This ensures that the function of the accelerator pedal module 1 is not influenced by friction between the leaf spring 24 and the pedal lever 3 or the holding structure 2 that can hardly be controlled.
  • the return spring 8 comprises the two leaf springs 24 and 26 arranged next to one another.
  • the leaf springs 24, 26 are spatially separated from one another in the region of the holding structure 2 by a web 46 molded onto the holding structure 2.
  • a web 48 separates the two leaf springs 24, 26 from one another.
  • the web 48 additionally serves to stiffen the pedal lever 3, and the web 46 stiffens the holding structure 2.
  • the leaf spring 26 is shaped and articulated in the same way as the leaf spring 24.
  • the leaf springs 24, 26 can be installed in a clever manner without the need for a substantial enlargement of the holding structure 2 or of the pedal lever 3.
  • the bending stiffness of the pedal lever 3 is weakened at most insignificantly by the recess for installing the leaf springs 24, 26.
  • the cut surface in FIGS. 5 and 6 hatched area to be provided on the holding structure 2 and on the pedal lever 3 with additional recesses or cavities, as shown in FIG. The strength is not noticeably reduced, but there is a significant saving in material and weight.
  • FIGS. 5 and 6 show, the cutouts in the holding structure 2 and in the pedal lever 3, in which the leaf spring 24 is inserted, are arranged such that if the leaf spring 24 breaks, the entire broken leaf spring 24 or part of the leaf spring 24 can fall down. As a result, breakage of the leaf springs 24 can be easily noticed. The same also applies to the second leaf spring 26.
  • the spring fixation 24e and / or the spring fixation 24f is designed such that falling out of the spring leg 24a or 24b is not hindered. The absence of the spring leg 24a and / or the spring leg 24b can easily be determined during an inspection of the motor vehicle. The same applies to the leaf spring 26.
  • the return springs 24, 26 of the return spring 8 determine the return torque M3 (FIG. 10) for returning the pedal lever 3 to the rest position R (FIG. 1). If one of the two return springs 24, 26 breaks, the restoring moment M3 for resetting the pedal lever 3 to the rest position R is halved. As already explained further above, the return springs 24, 26 also determine the frictional torque Ml or that hinders the pivoting movement of the pedal lever 3 Friction hysteresis. If one of the leaf springs 24, 26 fails, the restoring torque M3 is halved and at the same time the friction torque Ml or the friction hysteresis. This ensures that even with reduced Return torque M3, by the same reduction in friction torque Ml, the return of the pedal lever 3 to the rest position R is guaranteed.
  • FIG. 8 shows a section of FIG. 2 with the changed scale, with the area around sensor 5.
  • FIG. 7 additionally shows a section of a cross section along the dash-dotted broken line designated VII-VII in FIGS. 2 and 8.
  • the sensor 5 has a sensor housing 50 (FIGS. 7 and 8).
  • a rotatably mounted shaft 52 (FIG. 7) protrudes from the sensor housing 50.
  • the axis of rotation of the shaft 52 is referred to below as the sensor lever axis of rotation 54.
  • the sensor lever axis of rotation 54 runs perpendicular to the image plane shown in FIGS. 2 and 8. In Figures 2 and 8 is the
  • a sensor holding surface 55 is molded onto the holding structure 2.
  • the sensor 5 is attached to the sensor holding surface 55.
  • a bore serving as sensor guide 56 is provided in the sensor holding surface 55 of the holding structure 2.
  • the shaft 52 protruding from the sensor housing 50 is rotatably supported with tight play.
  • a sensor lever 58 is rotatably connected to the shaft 52.
  • a sensor lever linkage 60 is provided on the sensor lever 58 at a radial distance from the sensor lever axis of rotation 54. In the illustrated embodiment, the sensor lever linkage 60 is parallel to one another
  • An elongated hole 62 is provided in the holding structure 2, more precisely in the sensor holding surface 55.
  • the slot 62 is dimensioned so that the sensor lever 58 can perform the required pivoting movements without hindrance.
  • An elongated hole 64 is provided in the pedal lever 3 (FIGS. 5, 6). A long side of the elongated hole 64 serves as a stop 66a and forms a pedal lever linkage 66.
  • the pedal lever linkage 66 and the sensor lever linkage 60 are designed such that the pedal lever 3 can adjust the sensor lever 58 against the sensor return spring 11 (FIGS. 1, 7).
  • the sensor return spring 11 acts on the one hand on the sensor housing 50 and on the other hand on the sensor lever 58 (FIG. 7). 8, the sensor return spring 11 acts on the sensor lever 58 in a clockwise direction. The sensor return spring 11 ensures that the pin 60a of the sensor lever linkage 60 is in constant play-free engagement with the stop 66a of the pedal lever linkage 66 (FIG. 8).
  • a pivoting movement of the pedal lever 3 means a pivoting movement of the pedal lever linkage 66 about the pivot axis 22, and this in turn leads to a pivoting movement of the sensor lever linkage 60 about the sensor lever rotation axis 54.
  • the translation with which a rotary movement of the pedal lever 3 is to be converted into a rotary movement of the shaft 52 can be structurally defined in a simple manner and adapted to the vehicle.
  • the sensor 5 is, because high demands have to be placed on it, a complex component that can only be manufactured at low production unit costs if large quantities are produced per production lot, each embodiment variant driving the production unit costs appreciably upwards.
  • the accelerator pedal module 1 presented has the advantage that the sensor 5 can be used unchanged for a wide variety of vehicle-specific requirements.
  • the translation between the pedal lever 3 and the sensor 5 can be easily adapted to the respective requirements. That is, ,
  • the pedal lever 3 can be designed so that the intended maximum measuring path of the sensor 5 can always be used even with the most varied vehicle-specific pedal paths without the sensor 5 having to be specially adapted for this purpose. Since it can hardly be avoided due to various reasons (e.g. optical reasons, different footwell inside the vehicle, ergonomics, etc.)
  • Adjusting the pedal lever 3 to the respective vehicle type means adapting the translation between the pivoting angle of the pedal lever 3 and the pivoting angle of the sensor lever 58 58 by correspondingly adapting the distance between the pedal lever linkage 66 and the pivot axis 22 at no additional expense. Because a special shape for the pedal lever 3 must normally be made for each vehicle type, the distance between the pivot axis 22 and the pedal lever linkage 66 can be adapted accordingly to the required translation without additional effort.
  • the operating angle alpha ( ⁇ ) of the pedal lever 3 is usually relatively small at approximately 12 ° to 20 °. It is therefore proposed that the distance between the pivot axis 22 and the pedal lever linkage 66 should be sufficiently large so that the full pivot angle of the sensor lever 58 is full can be exploited. The swivel angle of the sensor lever 58 should be as large as possible because of good resolution. In the proposed accelerator pedal module 1, any desired gear ratio can be obtained without effort by appropriately dimensioning the distance between the pivot axis 22 and the pedal lever linkage 66.
  • Two flanges 50a are formed on the side of the sensor housing 50 (FIG. 8). Elongated holes 50b are provided in the flanges 50a. To attach the sensor 5 to the
  • the sensor holding surface 55 is plate-shaped. In the area of the sensor holding surface 55, two pins 68 are formed on the holding structure 2 such that when the sensor 5 is attached to the sensor holding surface 55 and the shaft 52 is simultaneously introduced into the sensor guide
  • FIG. 7 shows the pins 68 after the sensor 5 has been fixed.
  • an elongated hole 70 is provided in the holding structure 2 and a hook 72 on the sensor housing 50 (FIGS. 7, 8).
  • the elongated hole 70 extends concentrically around the sensor guide 56
  • the hook 72 hooks through the elongated hole 70 with the holding structure 2.
  • the sensor 5 is held firmly on the holding structure 2 before the aforementioned fixing of the sensor 5 with the help the heated pins 68.
  • the hook 72 provides a further fastening point for the sensor 5 on the holding structure 2.
  • a plug 74 is integrated in or on the sensor 5.
  • the housing of the plug 74 is molded together with the sensor housing 50 as a plastic part.
  • the plug 74 serves for the plug connection of a cable for supplying the sensor signals to be supplied by the sensor 5 to the controller 14 (FIG. 1).
  • the sensor 5 is of the potentiometric type, for example.
  • a grinder lever 75 is rotatably connected to the shaft 52 and thus rotatably connected to the sensor lever linkage 60 (FIG. 7). On the grinder lever 75 there are grinders which, when the sensor lever 58 pivots
  • the slot 64 of the pedal lever 3 has two long sides. One of the two long sides forms the abovementioned stop 66a of the pedal lifting linkage 66. The other long side serves as a counter stop 76 (FIG. 5).
  • the counter-stop 76 together with the pin 60a of the sensor lever linkage 60, forms the reset safety device 10 already highlighted when FIG. 1 is discussed. In the normal case, the pin 60a of the sensor lever linkage 60 is in constant contact with it without play
  • Stop 66a of the pedal lever linkage 66 Should in the case a defect, for example due to a break in the sensor return spring 11 (Figs. 1 and 7), the sensor return spring 11 fail, then the counter-stop 76 of the reset lock 10 ensures that when you release the pedal plate 28 (Fig. 2), ie when adjusting the pedal lever 3 in the rest position R (Fig. 1), the sensor lever 58 is also carried in the reset direction.
  • the design of the return spring 8 in the form of two leaf springs 24, 26 ensures that even if one of the two leaf springs 24, 26 fails
  • Pedal lever 3 reaches its rest position R. Furthermore, the reset safety device 10 acting between the pedal lever 3 and the sensor lever 58 ensures that the sensor 5 is actuated in the reset direction under all circumstances when the pedal plate 28 is released.
  • Resetting device 10 is only overcome in the event of a failure of the sensor return spring 11, but, since it is relatively small, has no significant negative effect in the event of a defect in the sensor return spring 11.
  • a receiving opening 80 (FIGS. 5, 6) is provided in or on the holding structure 2.
  • a housing 82 is fastened in the receiving opening 80.
  • the housing 82 serves to accommodate the kick-down mechanism 7.
  • the housing 82 has a thinner one
  • a pin 82d is mounted axially displaceably in the housing 82.
  • the diameters are coordinated such that the thinner area 82a fits into the receiving opening 80 until the thicker area 82b comes into contact with the holding structure 2.
  • the resilient claws 82c interlock with the holding structure 2 and thus ensure that the housing 82 cannot fall out of the receiving opening 80.
  • the kick-down mechanism 7 can be very easily attached to the accelerator pedal module 1 by inserting the housing 82 into the receiving opening 80. If during the assembly the housing 82 has not been completely inserted into the receiving opening 80, the housing 82 will at the latest be fully inserted into the receiving opening 80 with the first strong actuation of the pedal lever 3. This brings a high level of security despite the considerably simplified assembly.
  • the kick-down mechanism 7 can be designed in such a way that when the pedal lever 3 is actuated in the opposite direction, ie counterclockwise, the restoring force drops suddenly in a certain angular position.
  • another functional element can also be inserted into the receiving opening 80.
  • a fixed stop 86 can be inserted into the receiving opening 80, for example.
  • the fixed stop 86 has, for example, approximately the same shape on the outside as the housing 82.
  • the pin 82d projecting in the direction of the stop 84 is fixedly fixed in the fixed stop 86.
  • the switch 6 already mentioned with reference to FIG. 1 can also be installed in the receiving opening 80.
  • the switch 6 has, for example, the same external dimensions as the housing 82 explained together with the kick-down mechanism 7.
  • the housing 82 can also be constructed internally so that the kick-down mechanism 7 and the switch 6 are located therein.
  • the resilient claws 82c form a snap mechanism or one that is easy to manufacture
  • a friction lining 35 can be attached to the inner radius of the bearing shell 34 (FIG. 4).
  • Friction linings 35 with the bearing shell 34 are provided in the bearing shell 34 with recesses.
  • the friction lining 35 is cast onto the bearing shell 34 and interlocks with the bearing shell 34 because of the cutouts.
  • the friction lining 35 is provided so that favorable values for wear and friction can be achieved and thus for the Bearing shell 34 a material with favorable strength can be selected.
  • a friction lining can also be applied to the outer circumference of the friction section 30a of the bearing journal 30. The person skilled in the art can alternatively carry out this variant without the need for a pictorial representation.
  • the material of the friction lining 35 is preferably selected with a view to low wear and also in such a way that the friction at the start of the movement and during the movement is as large as possible.
  • the bearing shell 34 is connected to the holding structure 2, and the bearing journal 30 is assigned to the pedal lever 3. It should be pointed out that the exemplary embodiment shown can also be modified in such a way that the bearing shell 34 is fastened to the pedal lever 3 and the bearing journal 30 can be molded onto the holding structure 2 accordingly. This reversal in the arrangement of the bearing shell 34 and the bearing journal 30 can be carried out in an equivalent manner by a person skilled in the art without the need for an additional pictorial representation. When using two bearing journals and two bearing shells, one of the two bearing shells of the holding structure 2 and the respective other bearing shell can be assigned to the pedal lever 3. The same applies to the bearing journals.
  • the receiving opening 80 is provided for receiving the kick-down mechanism 7 or the fixed stop 86 on the holding structure 2. Furthermore, the stop 84 engaging with the kick-down mechanism 7 or with the fixed stop 86 is located on the pedal lever 3. It should be noted that this arrangement can be reversed. That is, , You can provide the receiving opening 80 on the pedal lever 3. In this case, the kick-down mechanism 7 or the fixed stop 86 is located on the pedal lever 3 and is pivoted together with the pedal lever 3. The kick-down mechanism 7 arranged on the pedal lever 3 or the fixed stop 86 comes into contact with a stop provided on the holding structure 2 when the pedal lever 3 is pivoted accordingly. This reversal of the arrangement of the kick-down mechanism 7 or of the fixed stop 86 can be carried out in an equivalent manner by the person skilled in the art without this
  • the sensor lever linkage 60 comprises the pin 60a and the pedal lever linkage 66 the stop 66a.
  • the stop 66a runs essentially radially to the pivot axis 22.
  • the accelerator pedal module 1 can also be modified such that the stop is located on the sensor lever 58 and is assigned to the sensor lever linkage 60. Accordingly, the pin is located on the pedal lever 3 and is assigned to the pedal lever linkage 66.
  • FIG. 9 shows a further selected, particularly advantageous, simple exemplary embodiment.
  • the bore with the bearing radius 40 for receiving the bearing journal 30 connected to the pedal lever 3 is located directly in the holding structure 2. In this case
  • the bearing shell 34 is not assembled, as shown in FIG. 2, but is integrally formed on the holding structure 2.
  • the bearing shell 34 is completely integrated as a component in the holding structure 2 and can be used together with the remaining part of the holding structure 2 Plastic part can be obtained from a single coherent injection mold.
  • the pedal lever 3 can be mounted on the holding structure 2, for example by lateral elastic bending of a side wall carrying the bearing shell 34, in which the opening for receiving the bearing journal 30 is provided, so that the bearing journal 30 in can snap this opening.
  • the restoring force F3 of the restoring spring 8 causes a reaction force F4 on the pedal lever 3 in the region of the bearing point 9.
  • the reaction force F4 causes an opposing counterforce on the
  • the main direction of the counterforce on the holding structure 2 is essentially, based on FIGS. 2 and 9, directed to the right. In principle, it is therefore sufficient if the friction lining 35 is attached to the holding structure 2 and / or to the bearing journal 30 only in the right-hand region (based on the drawing), as shown in FIGS. 4 and 5.
  • journal 30 has in the area of
  • Friction section 30a has a larger diameter than in the region of the guide section 30b.
  • the friction section 30a and the guide section 30b each extend over approximately 180 °.
  • the accelerator pedal module 1 can, depending on requirements, also be modified such that the bearing journal 30 has the same diameter over the entire circumference, as shown in FIG. 9.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

Abstract

Avec les transmetteurs de l'art antérieur, actionnés par le pied du conducteur, pour ramener le levier de la pédale, on utilise des ressorts de flexion enroulés en spirale ou des ressorts hélicoïdaux à bande plate intercalés, qui sont disposés directement dans la zone du détecteur. Avec ce type de suspension de rappel, le détecteur occupe beaucoup de place, ce qui rend son montage particulièrement complexe. Dans le module pédale d'accélérateur (1) selon l'invention, il est prévu pour la suspension de rappel (8), des ressorts à lame (24, 26) pouvant être disposés de manière qu'en dépit de ladite suspension de rappel (8), l'encombrement du module pédale d'accélérateur (1) demeure si réduit que, dans la majeure partie des cas, il peut être monté directement dans la zone d'action du conducteur de l'automobile. Ce module pédale d'accélérateur s'utilise pour commander la puissance du moteur d'entraînement d'un véhicule.
PCT/DE1996/001050 1995-09-30 1996-06-14 Module pedale d'accelerateur WO1997012779A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1995136605 DE19536605A1 (de) 1995-09-30 1995-09-30 Fahrpedalmodul
DE19536605.0 1995-09-30

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WO1997012779A1 true WO1997012779A1 (fr) 1997-04-10

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US8845687B2 (en) 1996-08-19 2014-09-30 Bonutti Skeletal Innovations Llc Anchor for securing a suture
US9060767B2 (en) 2003-04-30 2015-06-23 P Tech, Llc Tissue fastener and methods for using same
US9067362B2 (en) 2000-03-13 2015-06-30 P Tech, Llc Method of using ultrasonic vibration to secure body tissue with fastening element
US9089323B2 (en) 2005-02-22 2015-07-28 P Tech, Llc Device and method for securing body tissue
US9138222B2 (en) 2000-03-13 2015-09-22 P Tech, Llc Method and device for securing body tissue
US9149281B2 (en) 2002-03-20 2015-10-06 P Tech, Llc Robotic system for engaging a fastener with body tissue
US9173650B2 (en) 2006-02-07 2015-11-03 P Tech, Llc Methods and devices for trauma welding
US9173647B2 (en) 2004-10-26 2015-11-03 P Tech, Llc Tissue fixation system
US9226828B2 (en) 2004-10-26 2016-01-05 P Tech, Llc Devices and methods for stabilizing tissue and implants
US9271766B2 (en) 2004-10-26 2016-03-01 P Tech, Llc Devices and methods for stabilizing tissue and implants
US9402668B2 (en) 2007-02-13 2016-08-02 P Tech, Llc Tissue fixation system and method
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DE19755098A1 (de) * 1997-12-11 1999-06-17 Mannesmann Vdo Ag Pedal
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US6460429B1 (en) * 1999-10-29 2002-10-08 William C. Staker Electronic control pedal and position sensing device and assembly method
US6523433B1 (en) 1999-11-23 2003-02-25 William C. Staker Electronic pedal assembly and method for providing a tuneable hysteresis force
US6857336B2 (en) 1999-11-23 2005-02-22 William C. Staker Electronic pedal assembly and method for providing a tuneable hystersis force
DE10315589B4 (de) * 2003-04-05 2007-10-31 Teleflex Morse Gmbh Feder für ein Pedal
DE102004051888A1 (de) * 2004-10-26 2006-05-24 Daimlerchrysler Ag Betätigungseinrichtung zur Leistungssteuerung eines Fahrzeugantriebs mit einem Fußpedal

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