WO2011136038A1

WO2011136038A1 - Pedal device

Info

Publication number: WO2011136038A1
Application number: PCT/JP2011/059340
Authority: WO
Inventors: 丸山耕平; 根布谷秀人; 千尚人; 江原徹
Original assignee: 本田技研工業株式会社
Priority date: 2010-04-28
Filing date: 2011-04-15
Publication date: 2011-11-03
Also published as: JP5490882B2; JPWO2011136038A1

Abstract

An accelerator pedal device (12) is provided with pedal members (20, 22) that are operated by a driver, and a force application device (26) that applies a force to the pedal members (20, 22). An output unit (40) of the force application device (26) is constantly connected to the pedal members (20, 22). The force application device (26) applies a force to the pedal members (20, 22) in such a manner as to reduce the operating resistance due to the force application device (26) when the pedal members (20, 22) are operated.

Description

Pedal device

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

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

In WO 2009/136512 A1, the reaction force application characteristic of the actuator is set according to the target speed to assist the driver's operation of the accelerator pedal (see, for example, the abstract).

In JP 2007-026218 A, when the reaction force mechanism does not apply a reaction force, in order to avoid the driver's feeling of incongruity caused by the play of the reaction force mechanism, torque fluctuation, and inertia force being transmitted to the accelerator pedal (3). Separate the arm member (15) of the reaction mechanism from the pedal lever (5) (see, for example, abstract, paragraph [0006]).

In JP 2007-026218 A, when transitioning from a state in which no reaction force is applied to a state in which a reaction force is applied, a striking sound (collision noise) is generated due to the contact between the arm member (15) and the pedal lever (5). There is a possibility that the user makes the user feel uncomfortable due to the hitting sound. In this respect, paragraph [0028] of JP 2007-026218 A states that the shock of contact can be reduced by shortening the distance between the arm member and the pedal lever in the state where no reaction force is applied. However, since the arm member and the pedal lever are in contact with each other, striking noise can not be completely eliminated.

The present invention has been made in consideration of such problems, and it is an object of the present invention to provide a pedal device that does not give a sense of discomfort to the user.

A pedal device according to the present invention includes a pedal member operated by a driver and a power applying device for applying power to the pedal member, and an output portion of the power applying device and the pedal member are always connected. The power applying device is characterized in that power is applied to the pedal member so as to reduce an operational resistance by the power applying device at the time of operation of the pedal member.

According to this aspect of the invention, since the output part of the power applying device and the pedal member are always connected, no hammering noise occurs 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.

Also, 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. Therefore, for example, in a configuration capable of switching between the power application mode for operating the power application device and the power off mode not for operation, the driver operates the pedal member with the same sense of operation regardless of which mode is selected. It becomes possible. Alternatively, the operation feeling of the pedal member can be easily made uniform for the same vehicle type or different vehicle types regardless of whether or not the power application device is mounted. For this reason, it becomes possible to eliminate the need to change the specifications other than the power application device according to the presence or absence of the power application device. Therefore, it is easy to share parts.

The pedal device according to the present invention includes a pedal member operated by a driver, a power applying device for applying power to the pedal member, one end connected to the pedal member, and the other end connected to the vehicle body And a biasing member for applying a biasing force to keep an output portion of the power applying device in contact with the pedal member, wherein the power applying device includes the biasing member at the time of operation of the pedal member. Power may be applied to the pedal member to reduce the biasing force.

Further, power is applied to the pedal member so as to reduce the biasing force of the biasing member at the time of operation of the pedal member. Therefore, for example, in a configuration capable of switching between an urging force application mode for transmitting the urging force by the urging member and an urging force off mode not for transmitting the same, the driver has the same sense of operation regardless of which mode is selected. It becomes possible to operate the pedal member. Alternatively, the operation feeling of the pedal member can be easily made uniform for the same vehicle type or different vehicle types regardless of whether or not the power application device is mounted. For this reason, it becomes possible to eliminate the need to change the specifications other than the power application device according to the presence or absence of the power application device. Therefore, it is easy to share parts.

The pedal device according to the present invention includes a pedal member operated by a driver, a power applying device for applying power to the pedal member, one end connected to the pedal member, and the other end connected to the vehicle body An urging member for applying an urging force for maintaining an abutting state between an output portion of the power applying device and the pedal member, wherein the urging force by the urging member is determined as the operation amount of the pedal member is increased. The increase gradient of the total biasing force applied to the pedal member corresponding to the operation amount of the pedal member is greater in the case where the biasing member functions than in the case where the biasing member does not function. The power applying device increases the total biasing force when the biasing member functions by adding the power to the biasing force of the biasing member at the time of operation of the pedal member. Gradient, characterized by the equivalent increase gradient of the total biasing force when the urging member does not work.

According to this aspect of the invention, the contact state between the output portion of the power applying device and the pedal member is maintained by the biasing member, so that no hammering noise occurs 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.

In addition, power is applied to the pedal member such that the increase gradient of the total biasing force becomes equal in both cases where the biasing member functions and does not function. Therefore, for example, in a configuration capable of switching between an urging force application mode for transmitting the urging force by the urging member and an urging force off mode not for transmitting the same, the relation between the operation amount of the pedal member and the control amount associated therewith is made equal. be able to. Therefore, it becomes possible for the driver to give the driver a sense of discomfort regarding the operation of the pedal member along with switching between the two modes. Alternatively, the same vehicle type or different vehicle types can be provided with a sense of discomfort regarding the operation of the pedal member regardless of whether or not the power application device is mounted. For this reason, it becomes possible to eliminate the need to change the specifications other than the power application device according to the presence or absence of the power application device. Therefore, it is easy to share parts.

Furthermore, the power is added to match the increase gradient of the total biasing force when the biasing member functions and does not function. In this case, a larger power is added when the pedal operation amount is small, and a smaller power is added when the pedal operation amount is large. Therefore, when the pedal member is an accelerator pedal, a large amount of power is required at the time of initial movement when the amount of pedal operation is small, but a small amount of power is required during normal travel when the amount of pedal operation is large. As a result, since the power generated by the power application device during normal traveling is reduced, energy consumption can be suppressed. For example, if the power supply device is a motor, it is possible to suppress power consumption or current consumption and reduce battery load.

Furthermore, in order to equalize the increasing gradient of the total biasing force by the addition of power, it is sufficient to generate power in the same direction. For this reason, it is not necessary to provide the structure and control which generate | occur | produce the motive power of a reverse 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 for applying power to the pedal member, one end connected to the pedal member, and the other end connected to the vehicle body An urging member for applying an urging force for maintaining an abutting state between an output portion of the power applying device and the pedal member, wherein the urging force by the urging member is determined as the operation amount of the pedal member is increased. The increase gradient of the total biasing force applied to the pedal member corresponding to the operation amount of the pedal member is greater in the case where the biasing member functions than in the case where the biasing member does not function. The application characteristic of the total urging force when the urging member does not function is set to be lower than the application characteristic of the total urging force used in the pedal device not equipped with the power applying device, The force applying device adds the power to the biasing force of the biasing member at the time of operation of the pedal member to apply the total biasing force application characteristics when the biasing member functions, to the power applying device. It is characterized in that it is made equal to the application characteristic of the total biasing force used in the pedal device not mounted.

Further, the application characteristic of the total urging force when the urging member functions is made equal to the urging characteristic used in the pedal device not equipped with the power giving device. For this reason, for example, regardless of the presence or absence of the mounting of the power imparting device, the same vehicle type or different vehicle types can give a sense of discomfort regarding the operation of the pedal member.

Furthermore, the pedal operation is performed to equalize the application characteristic of the total urging force when the urging member functions with the addition characteristic of the total urging force used in the pedal device not equipped with the power imparting device by adding the power. When the amount is small, larger power is added, and when the pedal operation amount is large, smaller power is added. Therefore, when the pedal member is an accelerator pedal, a large amount of power is required at the time of initial movement when the amount of pedal operation is small, but a small amount of power is required during normal travel when the amount of pedal operation is large. As a result, since the power generated by the power application device during normal traveling is reduced, energy consumption can be suppressed. For example, if the power supply device is a motor, it is possible to suppress power consumption or current consumption and reduce battery load.

Furthermore, in order to equalize the application characteristics of the total biasing force by the addition of power, it is sufficient to generate power in the same direction. For this reason, it is not necessary to provide the structure and control which generate | occur | produce the motive power of a reverse 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 generation | occurrence | production apparatus generate | occur | produces. It is the figure which showed notionally the flow which an electronic control unit (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 operating quantity 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 generation apparatus generate | occur | produces, 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, the 1st urging | biasing force, and a 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 current corresponding to inclination compensation power. 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 modification of the vehicle equipped with a motive power provision apparatus, the 1st urging | biasing force which an urging | biasing force generator generate | occur | produces, 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, the 1st urging | biasing force, and the 2nd urging | biasing force, and the inclination compensation force which a motor generate | occur | produces.

A. One embodiment. 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 car. Alternatively, it may be an electric vehicle including a hybrid vehicle and a fuel cell vehicle.

The vehicle 10 is provided with a drive system 14 and an electronic control unit 16 (hereinafter referred to as "ECU 16") in addition to the accelerator pedal device 12.

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

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

The biasing force generating device 24 generates a biasing force (hereinafter referred to as “first biasing force Fs1 [N]”) for returning the depressed accelerator pedal 20 to the original position by a mechanical configuration, and the pedal side arm 22 Is applied to the accelerator pedal 20 via the. As shown in FIG. 1, the biasing force generating device 24 internally includes a return spring 30, a hysteresis characteristic generating unit 32, and an operation amount sensor 34.

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

As a configuration of the return spring 30 and the hysteresis characteristic generation unit 32, for example, those described in WO 01/19638 can be applied.

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

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

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

As shown in FIG. 2, the pivot shaft portion 44 of the motor side arm 40 is connected to the reduction gear 38, and can be pivoted about the pivot shaft portion 44 (pivotal axis Ax). One end (hereinafter referred to as "end 40a") of motor side arm 40 abuts on end 22a of pedal side arm 22, and the other end (hereinafter referred to as "end 40b") is one end of additional spring 42. It is connected.

One end of the additional spring 42 is connected to the motor arm 40, and the other end is 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 the biasing force from the additional spring 42 (hereinafter referred to as “second biasing force Fs2” [N]). Therefore, the end 40a of the motor arm 40 biases the end 22a of the pedal arm 22 in the Y direction in FIG. Thus, the end 40 a of the motor arm 40 always abuts on the end 22 a of the pedal arm 22.

Further, when the motor 36 generates the motor power Fm, it is transmitted to the accelerator pedal 20 via the reduction gear 38, the motor side arm 40 and the pedal side arm 22. Thereby, in addition to the first biasing force Fs1 from the return spring 30 and the second biasing 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 provides 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.

Because of the above configuration, when the driver depresses the accelerator pedal 20, the accelerator pedal 20 turns around its base, and the tip of the accelerator pedal 20 moves downward with the turning. Along with this, while changing the relative angle with the accelerator pedal 20, the end 22a of the pedal arm 22 pivots downward. At this time, the pedal arm 22 receives the first biasing force Fs1 from the biasing force generator 24 (return spring 30). When the pedal arm 22 pivots downward, the end 22 a of the pedal arm 22 presses the end 40 a of the motor arm 40. As a result, the end 22 a of the pedal arm 22 moves downward with the end 40 a of the motor arm 40. At that time, since the additional spring 42 is pulled by the turning of the motor side arm 40, a second biasing force Fs2 as an 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 in accordance with 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 reduction gear 38.

Therefore, the motor side arm 40 receives a stepping force on the accelerator pedal 20 from the driver, and the first biasing force Fs1 from the return spring 30, the motor power Fm from the motor 36, and the second biasing force from the additional spring 42. It works with Fs2.

A reaction force application start switch (not shown) may be provided, and the driver may switch between the power application mode for operating the power application device 26 and the power OFF mode not operated by operating the switch. 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 instructed 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 arm 22, and the start of application of the motor power Fm is commanded. The motor power Fm may be transmitted from the power applying device 26 to the accelerator pedal 20 only in the above case.

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

Further, the motor power Fm according to the present embodiment has a function as a motor reaction force Fr for informing the driver of an appropriate operation amount θ, and a frictional force (operation resistance) generated along with the operation of the accelerator pedal 20. The function as a friction compensation force Ff that compensates for, and the function as a tilt compensation force Fi that compensates for the slope of the characteristic of the second biasing force Fs2 generated by the additional spring 42. Therefore, the ECU 16 combines the control of the motor reaction force Fr, the control of the friction compensation force Ff, and the control of the tilt compensation force Fi to control the motor power Fm.

FIG. 4 conceptually shows 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. 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. Furthermore, the ECU 16 calculates a target current (third target current I3tar) of the motor 36 corresponding to the target value of the tilt compensation force Fi using the tilt compensation logic 54 that controls the tilt compensation force Fi. Then, the ECU 16 calculates the target current Im_tar of the motor 36 by adding the first target current I1tar, the second target current I2tar, and the third target current I3tar, and supplies the current corresponding to the target current Im_tar to the motor 36. .

(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 the appropriate operation amount θ. The control of the motor reaction force Fr uses an operation amount θ detected by the operation amount sensor 34, a vehicle speed [km / h] detected by a vehicle speed sensor not shown, and the like. As 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 the friction force (operating resistance) generated with the operation of the accelerator pedal 20. The frictional force compensated here is, for example, due to the contact of each member in the biasing force generating device 24 or the 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 amount of change Δθ [degree / sec] per unit time of the operation amount θ. That is, as the change amount Δθ increases from 0 to the threshold TH1, the value to be subtracted from the output current to the motor 36 is increased. When the amount of change Δθ is equal to or greater than the threshold TH1, the second target current I2tar is made constant at the minimum value. 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 made constant at the 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 biasing force Fs2 generated by the additional spring.

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

As shown in FIG. 6, the inclination of the characteristic of the second biasing force Fs2 of this embodiment (the variation of the second biasing force Fs2 with the variation of the operation amount θ) is the first value generated by the biasing force generation device 24. The characteristic of the biasing force Fs1 is larger than the inclination of the characteristic of the biasing force Fs1 (the variation of the first biasing force Fs1 with the variation of the operation amount θ). For this reason, even when the motor reaction force Fr is ignored, the biasing force applied to the accelerator pedal 20 (i.e., the total amount attached) when the pedal side arm 22 and the motor side arm 40 are connected or not connected. The force Ft) and its slope change. In particular, when the inclination of the total biasing force Ft changes, the driver may feel discomfort regarding the sense of operation of the accelerator pedal 20.

In addition, even in the same vehicle type, there is a possibility that the driver may drive both the vehicle 10 equipped with the power imparting device 26 and a vehicle not equipped. For example, when the same driver repeatedly uses the rental car of the same vehicle type, when using a plurality of sales vehicles by a plurality of sales people, a technician of an automobile maintenance factory handles a repair vehicle of the same vehicle type. Also in these cases, the driver may feel discomfort with regard to the sense of operation of the accelerator pedal 20.

Therefore, in the present embodiment, the inclination compensation force Fi is controlled so as to make the inclination of the total biasing force Ft constant regardless of whether the power application device 26 is attached. Specifically, as shown in FIG. 7, when the second biasing force Fs2 and the tilt compensation force Fi are added, the total biasing force Ft is the tilt when the second biasing force Fs2 and the tilt compensation force Fi are not added. The inclination compensation force Fi is controlled to be the same as the inclination of only the first biasing 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. Every time, 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 arm 22 and the motor arm 40 are always connected when the power applying device 26 is in the ON state. A striking sound (collision noise) does not occur 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, motor power Fm (friction compensation force Ff) is applied to the accelerator pedal 20 so as to reduce the operating resistance (frictional force) by the power applying device 26 at the time of operation of the accelerator pedal 20. Therefore, for example, even if the driver can switch between the power applying mode for operating the power applying device 26 and the power off mode for not operating the accelerator, the driver operates the accelerator in the same sense of operation regardless of which mode is selected. It becomes possible to operate the pedal 20. Alternatively, regardless of the presence or absence of the power imparting device 26, uniform operation feeling of the accelerator pedal 20 can be easily achieved for the same vehicle type or different vehicle types. Therefore, it is possible to eliminate the need to change the specifications (for example, the specifications of the biasing force generation device 24) other than the power application device 26 according to the presence or absence of the power application device 26. Therefore, it is easy to share parts.

In the present embodiment, the motor power Fm (inclination compensating force Fi) is applied to the accelerator pedal 20 so as to reduce the inclination of the characteristic of the second biasing force Fs2 by the additional spring 42 when the accelerator pedal 20 is operated. Therefore, for example, a configuration capable of switching between an energizing force application mode (equivalent to the above-mentioned power application mode) for transmitting the second energizing force Fs2 by the additional spring 42 and an energizing force off mode for not transmitting (equivalent to the above power off mode). Even if the driver selects any of the modes, the driver can operate the accelerator pedal 20 with the same operation feeling. Alternatively, regardless of the presence or absence of the power imparting device 26, uniform operation feeling of the accelerator pedal 20 can be easily achieved for the same vehicle type or different vehicle types. Therefore, it is possible to eliminate the need to change the specifications (for example, the specifications of the biasing force generation device 24) other than the power application device 26 according to the presence or absence of the power application device 26. Therefore, it is 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 becomes equal in both cases where the additional spring 42 functions and does not function. Therefore, for example, a configuration capable of switching between an energizing force application mode (equivalent to the above-mentioned power application mode) for transmitting the second energizing force Fs2 by the additional spring 42 and an energizing force off mode for not transmitting (equivalent to the above power off mode). Even in this case, the relationship between the operation amount θ of the accelerator pedal 20 and the motor power Fm accompanying this can be made equal. Therefore, the driver can give the driver a sense of discomfort regarding the operation of the accelerator pedal 20 along with the switching between the two modes. Alternatively, regardless of whether or not the power imparting device 26 is mounted, the same vehicle type or different vehicle types can give a sense of discomfort regarding the operation of the accelerator pedal 20. Therefore, it is possible to eliminate the need to change the specifications (for example, the specifications of the biasing force generation device 24) other than the power application device 26 according to the presence or absence of the power application device 26. Therefore, it is easy to share parts.

Further, the motor power Fm (inclination compensating force Fi as a positive power) is added to match the increasing gradient of the total biasing force Ft when the additional spring 42 functions or 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 compensating force Fi) is added, and when the operation amount θ is large, a smaller motor power Fm (inclination compensating force Fi) is added. Become. Therefore, a large motor power Fm is required at the time of initial movement where 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, since the motor power Fm generated by the power application device 26 during normal traveling decreases, energy consumption can be suppressed. That is, the power consumption or current consumption of the motor 36 can be suppressed, and the load on a battery (not shown) can be reduced.

Furthermore, in order to equalize the increasing gradient of the total biasing force Ft by addition of the motor power Fm (inclination compensation force Fi), it is sufficient to generate the motor power Fm in the same direction. Therefore, there is no need to provide a configuration or 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 The present invention is not limited to the above embodiment, and it goes without saying that various configurations can be adopted based on the contents of description of this specification. For example, the following configuration can be adopted.

Although the vehicle 10 is a gasoline car in the above embodiment, the present invention is not limited to this, and may be an electric car including a hybrid car and a fuel cell car.

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

In the above embodiment, the motor 36 is used to generate the power (biasing force) to be applied to the accelerator pedal 20. However, the present invention is not limited to this, and other driving force generating means (for example, a pneumatic actuator) can 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 tilt compensation force Fi are combined, but any one or two may be used.

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

In the above embodiment, the inclination of the second biasing force Fs2 is compensated, but in addition to this, it is also possible to compensate the magnitude of the second biasing force Fs2. 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 imparting device 26 and a vehicle not equipped. For example, when the same driver repeatedly uses the rental car of the same vehicle type, when using a plurality of sales vehicles by a plurality of sales people, a technician of an automobile maintenance factory handles a repair vehicle of the same vehicle type. In these cases, not only the change in the inclination of the total biasing force Ft, but also the magnitude itself of the total biasing force Ft may give the driver a sense of discomfort regarding the sense of operation of the accelerator pedal 20.

Therefore, the characteristics of the first biasing force Fs1 for the vehicle 10 equipped with the power imparting device 26 (FIG. 10) and the characteristics of the first biasing force Fs1 for the vehicle 10 not equipped with the power imparting device 26 (see FIG. 3) In comparison, it can be lowered in advance. Thereby, as shown in FIG. 11, it becomes possible to make the characteristics (see FIG. 3) of the total biasing force Ft of the vehicle 10 equipped with the power applying device 26 and the vehicle 10 not equipped with the power applying device 26 coincide.

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 energizing force Ft when the additional spring 42 functions is made equal to the application characteristic of the total energizing force Ft used in the accelerator pedal device 12 without the power applying device 26 mounted. Therefore, for example, regardless of the presence or absence of the power imparting device 26, it is possible to give a sense of discomfort regarding the operation of the accelerator pedal 20 for the same vehicle type or different vehicle types.

In addition, in order to manufacture the vehicle which mounts the motive power provision apparatus 26, and the vehicle which is not mounted by the same line or an assembly apparatus, the following methods can be used, for example. That is, a vehicle having a low power characteristic of the first biasing force Fs1 (hereinafter referred to as "biasing force generator 24a") for a vehicle equipped with the power imparting device 26 and a vehicle not fitted with the power imparting device 26 For this purpose, a biasing force generating device 24 having a characteristic of the first biasing force Fs1 (hereinafter, "biasing force generating device 24b") is prepared. Moreover, it is input whether the vehicle 10 manufactured this time mounts | wears with the motive power provision apparatus 26 via the input device of the control computer provided in the line of the factory. Then, for the vehicle 10 to which the power imparting device 26 is attached, the power imparting device 26 and the urging force generation device 24 a are attached. On the other hand, for the vehicle 10 on which the power supply device 26 is not mounted, only the biasing force generation device 24b is mounted.

In the above embodiment, the motor power Fm and the second biasing force Fs2 are transmitted to the accelerator pedal 20 via the pedal side arm 22. However, the present invention is not limited to this. For example, the motor power Fm directly from the power applying device 26 to the accelerator pedal 20 And the second biasing force Fs2 may be transmitted.

In the above embodiment, although the biasing force generation device 24 is configured only with a mechanical configuration, one having an electrical or electromagnetic mechanism may be used.

Claims

A pedal member (20, 22) operated by the driver;
A power applying device (26) for applying power to the pedal members (20, 22);
A pedal device (12) in which an output portion (40) of the power applying device (26) 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. A pedal device (12) characterized by
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) and the other end is connected to the vehicle body, and the contact between the output portion (40) of the power applying device (26) and the pedal member (20, 22) A pedal device (12) comprising: a biasing member (42) for applying a biasing force to maintain a state;
The power applying device (26) applies power to the pedal member (20, 22) so as to reduce the biasing force of the biasing member (42) when the pedal member (20, 22) is operated. A pedal device (12) characterized by
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) and the other end is connected to the vehicle body, and the contact between the output portion (40) of the power applying device (26) and the pedal member (20, 22) A pedal device (12) comprising: a biasing member (42) for applying a biasing force to maintain a state;
The biasing force by the biasing member (42) increases as the operation amount of the pedal member (20, 22) increases.
The increasing gradient of the total biasing force applied to the pedal member (20, 22) corresponding to the amount of operation of the pedal member (20, 22) is more pronounced in the case where the biasing member (42) functions. Larger than when the biasing member (42) does not function,
The power applying device (26) functions as the biasing member (42) by adding the power to the biasing force of the biasing member (42) when the pedal member (20, 22) is operated. A pedal device (12) characterized in that the increasing gradient of the total biasing force in the case is equal to the increasing 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) and the other end is connected to the vehicle body, and the contact between the output portion (40) of the power applying device (26) and the pedal member (20, 22) A pedal device (12) comprising: a biasing member (42) for applying a biasing force to maintain a state;
The biasing force by the biasing member (42) increases as the operation amount of the pedal member (20, 22) increases.
The increasing gradient of the total biasing force applied to the pedal member (20, 22) corresponding to the amount of operation of the pedal member (20, 22) is more pronounced in the case where the biasing member (42) functions. Larger than when the biasing member (42) does not function,
The application characteristic of the total urging force when the urging member (42) does not function is set to be lower than the application characteristic of the total urging force used in a pedal device not equipped with the power applying device (26),
The power applying device (26) functions as the biasing member (42) by adding the power to the biasing force of the biasing member (42) when the pedal member (20, 22) is operated. Pedal device (12) characterized in that the application characteristic of the total energizing force in the case is equal to the application characteristic of the total energizing force used in the pedal device not equipped with the power applying device (26).