WO2012029503A1 - 反力ペダル装置 - Google Patents
反力ペダル装置 Download PDFInfo
- Publication number
- WO2012029503A1 WO2012029503A1 PCT/JP2011/068028 JP2011068028W WO2012029503A1 WO 2012029503 A1 WO2012029503 A1 WO 2012029503A1 JP 2011068028 W JP2011068028 W JP 2011068028W WO 2012029503 A1 WO2012029503 A1 WO 2012029503A1
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- WIPO (PCT)
- Prior art keywords
- motor
- reaction force
- pedal
- accelerator pedal
- clutch
- Prior art date
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Classifications
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- 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
- G05G1/44—Controlling members actuated by foot pivoting
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- 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
- B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
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- 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
- B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
- B60K2026/023—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics with electrical means to generate counter force or torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
- B60W2540/106—Rate of change
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20528—Foot operated
- Y10T74/20534—Accelerator
Definitions
- the present invention relates to a reaction force pedal device including a pedal member operated by a driver and a motor for applying a reaction force to the pedal member.
- a configuration is known in which a reaction force is applied from the actuator to the accelerator pedal in accordance with the amount of operation of the accelerator pedal (for example, International Publication No. 2009/136512 (hereinafter referred to as “WO2009 / 136512A1”) and Japanese Patent Laid-Open No. 2007-2007. No. 026218 (hereinafter referred to as “JP2007-026218A”) ⁇ .
- WO2009 / 136512A1 sets the reaction force imparting characteristics of the actuator according to the target speed, and assists the driver to operate the accelerator pedal (for example, refer to the summary and FIGS. 3A to 3C).
- an accelerator pedal (3) and a servo motor (19) are connected via a pedal lever (5) and an arm member (15).
- a gear (19a) is connected to the tip of the drive shaft (19b) of the servo motor, and the gear (19a) meshes with a tooth portion (15b) formed on the pedal lever.
- the reaction force from the servo motor is applied to the accelerator pedal (see summary and FIG. 1).
- FIG. 1, FIG. 2 and FIG. 4 of JP2007-026218A show gears and teeth, but judging from these figures, even when the motor gear is rotated to the maximum, the gear is not Only a part meshes with the tooth part, and a part that does not mesh with the tooth part occurs. If it does so, in a gear, big force will continue to be applied only to the part, and a part with severe wear and a part which does not wear at all will arise. As a result, when the gear of the motor is rotated to the maximum, the durability of the entire gear may be reduced as compared with the case where the entire circumference of the gear meshes with the tooth portion.
- the present invention has been made in consideration of such problems, and an object thereof is to provide a reaction force pedal device capable of improving the durability of a transmission system for transmitting a reaction force.
- Another object of the present invention is to provide a reaction force pedal device that does not give the user a sense of incongruity.
- the reaction force pedal device includes a pedal member operated by a driver, a motor that applies a reaction force to the pedal member via an arm member that is always connected to the pedal member, the motor, and the arm. And a clutch provided between the member and the clutch member is temporarily released when the pedal member is displaced.
- the clutch when the pedal member is displaced, the clutch is temporarily released. For this reason, before and after releasing the clutch, the position (operation amount) of the pedal member and the rotation angle of the motor are shifted. For this reason, it is possible to avoid concentrating the force applied to parts (parts such as motors and pedal members) in the transmission system that transmits the reaction force of the motor, and to improve the durability of the entire transmission system. It becomes.
- the motor is a brush motor
- the range in which the commutator and the brush come into contact with each other can be expanded to disperse the wear points. Therefore, it is possible to prevent the generation of abnormal noise and load steps caused by the difference in the amount of wear associated with the wear of only a specific location, and avoid the user's uncomfortable feeling.
- the time when the pedal member is displaced may be either when the pedal member is depressed or when the pedal member is returned.
- the pedal member includes an accelerator pedal
- a threshold value may be set, and the clutch may be temporarily released when the amount of change exceeds the threshold value.
- the accelerator pedal is returned (especially when the return speed is high) compared to when the accelerator pedal position is kept constant or when the accelerator pedal is depressed, the reaction by the motor occurs. The need to generate force is low.
- a reduction gear is provided between the motor and the arm member, and a reduction ratio of the reduction gear is set so that a rotation angle of the motor is 360 ° or more when the arm member is displaced within a displaceable range. May be.
- the motor may be operated to suppress play in the power transmission system from the motor to the pedal member. Therefore, when it is not necessary to generate a reaction force by the motor, it is possible to suppress play in the power transmission system from the motor to the pedal member. Accordingly, when the reaction force is generated by the motor after that, it becomes possible to improve the response of the reaction force generation.
- the reaction force pedal device includes an urging member that always applies an urging force separately from the motor in a direction in which the reaction force is generated by the motor, and the urging member is a power from the motor to the pedal member. Play in the transmission system may be suppressed by the biasing force. Thereby, when it is not necessary to generate a reaction force by the motor, it is possible to suppress play in the power transmission system from the motor to the pedal member. Accordingly, when the reaction force is generated by the motor after that, it becomes possible to improve the response of the reaction force generation.
- a second reduction gear may be provided between the motor and the biasing member.
- FIG. 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 an external appearance side 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
- FIG. 1 is a block diagram of a vehicle 10 equipped with an accelerator pedal device 12 (reaction force pedal device) according to an embodiment of the present invention.
- FIG. 2 is an external perspective view of the accelerator pedal device 12.
- FIG. 3 is an external side view of the accelerator pedal device 12.
- the vehicle 10 is, for example, a gasoline vehicle. Alternatively, it may be an electric vehicle including a hybrid vehicle and a fuel cell vehicle.
- the vehicle 10 includes a drive system 14 and an electronic control device 16 (hereinafter referred to as “ECU 16”) in addition to the accelerator pedal device 12.
- ECU 16 electronice control device 16
- the accelerator pedal device 12 includes an accelerator pedal 20, a pedal side arm 22, an urging force generating device 24, and a power applying device 26.
- (A) Pedal arm 22 As shown in FIGS. 2 and 3, one end (hereinafter referred to as “end portion 22 a”) of the pedal side arm 22 is pivotally connected to the accelerator pedal 20 via a shaft member 28. The other end (not shown) of the pedal side arm 22 is supported by the urging force generator 24 so as to be able to turn.
- the urging force generator 24 generates a urging force (hereinafter referred to as “first urging force Fs1” [N]) for returning the depressed accelerator pedal 20 to its original position by a mechanical configuration, and the pedal side arm 22. It is given to the accelerator pedal 20 via As shown in FIG. 1, the urging force generator 24 includes a return spring 30, a hysteresis characteristic generation unit 32, and an operation amount sensor 34 therein.
- the hysteresis characteristic generation unit 32 causes the first urging force Fs1 generated by the return spring 30 to generate a hysteresis characteristic. That is, as shown in FIG. 4, the hysteresis characteristic generating unit 32 increases the first urging force Fs1 when the accelerator pedal 20 is depressed, and decreases the first urging force Fs1 when the accelerator pedal 20 is returned.
- the operation amount sensor 34 detects the depression amount (operation amount ⁇ ) [degree] from the original position of the accelerator pedal 20 according to the displacement of the pedal side arm 22 and outputs the detected amount to the ECU 16.
- the operation amount sensor 34 may be provided in a portion other than the urging force generator 24.
- FIG. 5 shows a schematic internal configuration of the power applying device 26.
- the power applying device 26 generates power for the accelerator pedal 20 (hereinafter referred to as “motor power Fm” [N]).
- motor power Fm the accelerator pedal 20
- FIGS. 1 to 3 and FIG. The reduction gear unit 38, the motor side arm 40, and the additional spring 42 are provided.
- the motor 36 generates motor power Fm corresponding to the control signal Sm from the ECU 16.
- the motor 36 of this embodiment is a DC brush motor, and includes a permanent magnet 52 fixed to the case 54, an armature 56 that rotates about an output shaft 58, and a commutator 60 for controlling the direction of current. And a brush 62 for passing a current to the armature 56 through the commutator 60.
- Motor power Fm generated by the motor 36 is output to the reduction gear unit 38 via the output shaft 58.
- other driving force generation means for example, a pneumatic actuator may be used.
- the reduction gear unit 38 includes a clutch 70 and a reduction gear 72.
- the clutch 70 controls the connection state between the output shaft 58 of the motor 36 and the input shaft 74 of the speed reducer 72 based on the control signal Sc from the ECU 16.
- a dog clutch or an electromagnetic clutch can be used as the clutch 70.
- the speed reducer 72 rotates the output shaft 76 at a predetermined gear ratio with respect to the rotation angle of the input shaft 74.
- the speed reducer 72 includes an intermediate shaft 78 disposed therebetween.
- the first gear 80 formed at one end of the input shaft 74 meshes with the second gear 82 formed at one end of the intermediate shaft 78, and a third gear formed at the other end of the intermediate shaft 78.
- the gear 84 and the fourth gear 86 formed at one end of the output shaft 76 mesh with each other. Details of the gear ratio in the speed reducer 72 will be described later.
- the motor side arm 40 has a turning shaft portion 44 connected to the speed reducer unit 38, and can turn around the turning shaft portion 44 (turning shaft Ax).
- One end (hereinafter referred to as “end portion 40 a”) of the motor side arm 40 abuts on the end portion 22 a of the pedal side arm 22, and the other end (hereinafter referred to as “end portion 40 b”) is connected to one end of the additional spring 42. It is connected.
- the additional spring 42 has one end connected to the motor side arm 40 and the other end connected to the bracket 46.
- the bracket 46 is fixed to a vehicle body (not shown).
- the motor side arm 40 urges the turning shaft portion 44 in the X direction in FIGS. 2 and 3 by receiving the urging force (hereinafter referred to as “second urging force Fs2” [N]) from the additional spring 42. Is done. Therefore, the end portion 40a of the motor side arm 40 biases the end portion 22a of the pedal side arm 22 in the Y direction in FIGS. As a result, the end portion 40 a of the motor side arm 40 is always in contact with the end portion 22 a of the pedal side arm 22.
- the turnable range ⁇ ma [°] (FIG. 3) of the motor side arm 40 is limited to a predetermined value (for example, 22 °).
- the motor 36 when the motor 36 generates motor power Fm when the clutch 70 is in the connected state, the motor power Fm is transmitted to the accelerator pedal 20 via the speed reducer unit 38, the motor side arm 40 and the pedal side arm 22. . Thereby, in addition to the first urging force Fs1 from the return spring 30 and the second urging force Fs2 from the additional spring 42, the motor power Fm from the motor 36 is added to the accelerator pedal 20.
- the drive system 14 gives a driving force to the vehicle 10 and includes an engine, a transmission, wheels, and the like (not shown).
- the ECU 16 controls the drive system 14 and the power applying device 26 based on the operation amount ⁇ of the accelerator pedal 20 detected by the operation amount sensor 34.
- the ECU 16 sets the output of the motor 36, that is, the motor power Fm, according to the operation amount ⁇ detected by the operation amount sensor 34.
- the motor power Fm is transmitted to the motor side arm 40 via the reduction gear unit 38.
- the pedal side arm 22 receives a pedaling force from the driver against the accelerator pedal 20, and the first urging force Fs1 from the return spring 30, the motor power Fm from the motor 36, and the second urging force from the additional spring 42. Fs2 acts.
- the first urging force Fs1 generated by the urging force generator 24 and the motor 36 are generated as the urging force applied to the accelerator pedal 20.
- the total urging force applied to the accelerator pedal 20 is referred to as a total urging force Ft.
- the motor power Fm and the second biasing force Fs2 are added by incorporating the power applying device 26 into the vehicle 10.
- the first urging force Fs1 is applied to the accelerator pedal 20 even when the power applying device 26 is not incorporated in the vehicle 10.
- the motor power Fm of the present embodiment has a function as a motor reaction force Fr for notifying the driver of an appropriate operation amount ⁇ and a power transmission system (that is, power) from the motor 36 to the motor side arm 40. It has a function as play compensation force Fb that suppresses play that occurs in the applying device 26) and maintains contact between the members. Therefore, the ECU 16 controls the motor power Fm by combining the control of the motor reaction force Fr and the control of the play compensation force Fb.
- the motor reaction force Fr is the motor power Fm for notifying the driver of an appropriate operation amount ⁇ .
- the motor reaction force Fr is controlled using the operation amount ⁇ detected by the operation amount sensor 34, the vehicle speed [km / h] detected by a vehicle speed sensor (not shown), and the like.
- the control of the motor reaction force Fr for example, the one described in WO2009 / 136512A1 described above can be used.
- Control of Play Compensation Force Fb (a) Details of Control of Play Compensation Force Fb
- the play compensation force Fb suppresses play generated in the power applying device 26 and maintains contact between the members.
- Motor power Fm That is, by the play compensation force Fb, between the motor 36 and the clutch 70, in the clutch 70, between the first gear 80 and the second gear 82, between the third gear 84 and the fourth gear 86, and the output shaft 76. And the motor side arm 40 and the contact between the motor side arm 40 and the pedal side arm 22 are maintained.
- the specific control of the play compensation force Fb is performed as follows. That is, the minimum value Fmin [N] of the motor power Fm necessary for suppressing play in the power applying device 26 is set in advance. For the minimum value Fmin, for example, an actual measurement value or a simulation value can be used. At this time, the influence of the second urging force Fs2 of the additional spring 42 can be considered.
- the play compensation force Fb is generated so that the motor power Fm does not fall below the minimum value Fmin.
- the difference between the motor reaction force Fr and the minimum value Fmin is defined as the play compensation force Fb.
- Fr Fr ⁇ Fmin when Fr ⁇ Fmin
- Fb 0 when Fr ⁇ Fmin.
- a value equal to the minimum value Fmin when the motor reaction force Fr is zero can be set as the play compensation force Fb.
- FIG. 6 shows a generation state of a force (second urging force Fs2) in a state where the motor reaction force Fr is not generated in the comparative example not using the play compensation force Fb.
- FIG. 7 shows a state in which forces (second urging force Fs2 and play compensation force Fb) are generated in a state where the motor reaction force Fr is not generated in the present embodiment.
- FIGS. 6 and 7 do not consider the return spring 30 and the first urging force Fs1 therefrom.
- control for releasing the clutch 70 may be performed.
- the generation of the play compensation force Fb may be stopped.
- the second urging force Fs2 of the additional spring 42 is applied to the motor 36 side, so that the motor 36 and the clutch 70 are connected, the clutch 70 is connected, and the clutch 70 and the speed reducer 72 are connected.
- the additional spring 42 when the accelerator pedal 20 returns to the original position, the motor 36 cannot be further urged.
- the play compensation force Fb is used, the above-described effects can be achieved even when the accelerator pedal 20 returns to the original position.
- the control of the clutch 70 is performed by the ECU 16 based on the operation amount ⁇ from the operation amount sensor 34.
- FIG. 8 is a flowchart in which the ECU 16 controls the connection and release of the clutch 70.
- step S ⁇ b> 1 the ECU 16 acquires the operation amount ⁇ from the operation amount sensor 34.
- step S2 the ECU 16 determines whether or not the operation amount ⁇ is greater than or equal to a threshold value TH_ ⁇ .
- the threshold value TH_ ⁇ is a first threshold value for determining whether the clutch 70 is connected or released.
- the threshold TH_ ⁇ is a threshold for determining whether or not the accelerator pedal 20 is depressed enough to generate the motor reaction force Fr.
- the operation amount ⁇ is smaller than the threshold TH_ ⁇ , There is no need to apply the motor reaction force Fr.
- step S6 When the operation amount ⁇ is equal to or greater than the threshold value TH_ ⁇ (S2: YES), the accelerator pedal 20 is depressed enough to generate the motor reaction force Fr (for example, the vehicle 10 is cruising in an acceleration state or a target speed). State). In this case, the process proceeds to step S3. On the other hand, when the operation amount ⁇ is less than the threshold TH_ ⁇ (S2: NO), the accelerator pedal 20 is not depressed enough to generate the motor reaction force Fr (for example, the vehicle 10 is in a stopped state or below the target speed). State). In this case, the process proceeds to step S6.
- step S3 the ECU 16 calculates a change amount ⁇ [degrees / second] per unit time of the operation amount ⁇ .
- step S4 the ECU 16 determines whether or not the change amount ⁇ is equal to or greater than the threshold value TH_ ⁇ .
- the threshold value TH_ ⁇ is a second threshold value for determining whether the clutch 70 is connected or released.
- the threshold value TH_ ⁇ is a threshold value for determining whether or not the user has returned the accelerator pedal 20, and can be set to a predetermined value of zero or less than zero, for example.
- step S5 the ECU 16 puts the clutch 70 in the engaged state using the control signal Sc.
- the motor power Fm generated by the motor 36 is transmitted to the speed reducer 72 via the clutch 70.
- step S6 When the change amount ⁇ is less than the threshold value TH_ ⁇ (S4: NO), it can be said that the accelerator pedal 20 is in the return state (the vehicle 10 is in a deceleration state). In this case, the process proceeds to step S6.
- step S6 When the operation amount ⁇ is less than the threshold value TH_ ⁇ in step S2 (S2: NO) or when the change amount ⁇ is less than the threshold value TH_ ⁇ (S4: NO) in step S4, the ECU 16 uses the control signal Sc in step S6.
- the clutch 70 is released. Thereby, the motor power Fm generated by the motor 36 is not transmitted to the speed reducer 72.
- the accelerator pedal 20 is returned, that is, when the operation amount ⁇ is decreasing (S4: NO)
- the rotation angle of the output shaft 58 of the motor 36 the rotation angle ⁇ m of the motor 36.
- Phase Phase
- the ECU 16 repeats the process of FIG. 8 while the vehicle 10 is traveling.
- FIG. 9 is an explanatory diagram showing an example of the relationship between the state of the accelerator pedal 20 and the operation amount ⁇ , the rotation angle ⁇ m of the motor 36, the motor reaction force Fr, and the clutch 70 connection / release state.
- the example of FIG. 9 is an example in which the reduction gear 72 is not provided, and the influence of the gear ratio as described later is not considered (the gear ratio n described later is not used).
- the numerical values of the operation amount ⁇ and the rotation angle ⁇ m in FIG. 9 are only reference values for helping understanding.
- the vehicle 10 is traveling at or near the target speed, and the position of the accelerator pedal 20 is appropriate.
- S2: YES a threshold value
- the accelerator pedal 20 is further depressed from the position at time t1.
- This state is a state in which the driver depresses the accelerator pedal 20 for acceleration.
- the motor 36 reduces the motor reaction force Fr to facilitate the depression of the accelerator pedal 20.
- a threshold value TH_ ⁇ for example, zero
- the clutch 70 maintains the connected state. Therefore, at time t2, the operation amount ⁇ of the accelerator pedal 20 and the rotation angle ⁇ m of the motor 36 are increased compared to the time t1.
- the driver finishes accelerating, and is in a state where the accelerator pedal 20 is temporarily returned to move to constant speed running. For this reason, at time t3, the operation amount ⁇ of the accelerator pedal 20 is reduced compared to time t2.
- the change amount ⁇ is less than the threshold value TH_ ⁇ .
- the operation amount ⁇ is less than the threshold value TH_ ⁇ . Therefore, the ECU 16 puts the clutch 70 in a released state. For this reason, the rotation angle ⁇ m of the motor 36 at the time point t3 is the same value as that at the time point t2.
- the driver depresses the accelerator pedal 20 again to return to constant speed driving.
- the position of the accelerator pedal 20 is appropriate as in the time t1. Therefore, the motor 36 generates a motor reaction force Fr, and the clutch 70 is in a connected state.
- the operation amount ⁇ of the accelerator pedal 20 at the time point t4 is the same as that at the time point t1.
- the rotation angle ⁇ m of the motor 36 at time t4 is different from that at time t1. This is because when the accelerator pedal 20 is returned at the time point t3, the clutch 70 is in a disengaged state, resulting in a deviation between the operation amount ⁇ and the rotation angle ⁇ m.
- the rotation angle ⁇ m of the motor 36 can be set to 360 ° or more.
- the rotational angle ⁇ m of the motor 36 is set to 360 ° by causing a shift between the operation amount ⁇ of the accelerator pedal 20 and the rotational angle ⁇ m of the motor 36. That is all. In the present embodiment, it is further ensured that the rotation angle ⁇ m of the motor 36 is 360 ° or more by adjusting the gear ratio n of the speed reducer 72.
- the gear ratio n is defined as shown in Equation (1) as follows.
- ⁇ m ⁇ ma ⁇ n (1)
- ⁇ ma is the pivotable range of the motor side arm 40 (see FIG. 3).
- the gear ratio n can be specified if the turnable range ⁇ ma is known.
- the rotation angle ⁇ m can be set to 360 ° or more by setting the gear ratio n to 16.37 ( ⁇ 360 / 22) or more.
- the rotation angle ⁇ m of the motor 36 is guaranteed to be 360 ° or more. can do.
- the gear ratio n can also be set based on the turning range about the regular movable range of the accelerator pedal 20.
- the normal movable range is a turning range of the accelerator pedal 20 that is used at a high rate during traveling.
- the rotation angle ⁇ m of the motor 36 it is preferable to set to, for example, 720 ° or more. In consideration of the durability of the speed reducer 72 and the like, it is preferable that the rotation angle ⁇ ma of the motor 36 can be set to 1440 ° or less, for example.
- the clutch 70 is temporarily released when the accelerator pedal 20 is displaced (S6 in FIG. 8). Therefore, before and after the clutch 70 is released, the operation amount ⁇ of the accelerator pedal 20 and the rotation angle ⁇ m of the motor 36 are shifted (the relative positional relationship is changed). For this reason, it is possible to avoid the force applied to the parts (parts such as the motor 36) in the power applying device 26 that transmits the motor power Fm from being concentrated on a specific location, and to improve the durability of the power applying device 26 as a whole. It becomes.
- the motor 36 is a brush motor, it is possible to expand a range where the commutator 60 and the brush 62 are in contact with each other, and to disperse wear portions. Therefore, it is possible to prevent the generation of abnormal noise and load steps caused by the difference in the amount of wear associated with the wear of only a specific location, and avoid the user's uncomfortable feeling.
- a threshold value TH_ ⁇ for determining that the accelerator pedal 20 is returned is set for the change amount ⁇ per unit time of the operation amount ⁇ , and the clutch 70 has a change amount ⁇ exceeding the threshold value TH_ ⁇ .
- the change amount ⁇ becomes less than the threshold value TH_ ⁇
- it is temporarily released (S4 in FIG. 8: NO ⁇ S6).
- the clutch 70 is temporarily released when the accelerator pedal 20 is being returned.
- the position of the accelerator pedal 20 is kept constant or when the accelerator pedal 20 is returned (particularly when the return speed is large) compared to when the accelerator pedal 20 is depressed. It can be said that the necessity to generate the motor reaction force Fr is low.
- the operation amount ⁇ of the accelerator pedal 20 and the rotation angle ⁇ m of the motor 36 can be shifted when the necessity to generate the reaction force Fr is low. Therefore, the relationship between the operation amount ⁇ and the rotation angle ⁇ m can be adjusted without causing the driver to feel uncomfortable.
- a reduction gear 72 is provided between the motor 36 and the motor side arm 40, and the gear ratio n of the reduction gear 72 is such that the rotation angle of the motor 36 when the motor side arm 40 displaces the swivelable range ⁇ ma.
- ⁇ m is set to be 360 ° or more.
- the motor 36 is a brush motor, it is possible to expand the range in which the commutator 60 and the brush 62 are in contact with each other and to disperse the wear parts. Therefore, it is possible to prevent the generation of abnormal noise and load steps caused by a difference in the amount of wear accompanying wear of only a specific portion. Further, even when the clutch 70 fails, it is possible to ensure that the motor 36 rotates 360 ° or more, and the above-described operation and effects can be achieved.
- the play compensation force Fb is generated to suppress the play in the power transmission system from the motor 36 to the accelerator pedal 20. Therefore, when it is not necessary to generate the motor reaction force Fr, play in the power transmission system from the motor 36 to the accelerator pedal 20 can be suppressed. Therefore, when the motor reaction force Fr is generated thereafter, the responsiveness of generation of the motor reaction force Fr can be improved.
- Vehicle 10 In the above embodiment, the vehicle 10 is a gasoline vehicle, but is not limited thereto, and may be an electric vehicle including a hybrid vehicle and a fuel cell vehicle.
- Accelerator pedal 20 In the above embodiment, the accelerator pedal 20 is used as the pedal for applying the motor power Fm, but the same configuration can be applied to the brake pedal. That is, in the configuration in which the motor power Fm can be applied to the brake pedal, the clutch 70, the play compensation force Fb, and the gear ratio n can be used as described above.
- Biasing force generator 24 In the above embodiment, the urging force generator 24 is configured only from a mechanical configuration, but a device having an electrical or electromagnetic mechanism may be used.
- Power applying device 26 In the above embodiment, the motor 36 is used to generate the power (biasing force) to be applied to the accelerator pedal 20, but not limited to this, other driving force generating means (for example, a pneumatic actuator) can also be used. .
- the motor power Fm and the second urging force Fs2 are transmitted to the accelerator pedal 20 via the pedal-side arm 22, but not limited thereto, for example, the motor power Fm directly from the power applying device 26 to the accelerator pedal 20.
- the second urging force Fs2 may be transmitted.
- the clutch 70 is disposed between the motor 36 and the speed reducer 72.
- the present invention is not limited thereto, and the clutch 70 may be disposed between the speed reducer 72 and the motor side arm 40.
- the clutch 70 is released when the accelerator pedal 20 is being returned, but the release of the clutch 70 is not limited to this.
- the clutch 70 may be released when the driver is seeking acceleration. That is, the ECU 16 presets the threshold value TH_ ⁇ 2 of the change amount ⁇ for determining the intention of acceleration, and releases the clutch 70 when the change amount ⁇ is equal to or greater than the threshold value TH_ ⁇ 2, and the change amount ⁇ is less than the threshold value TH_ ⁇ 2. At some point, the clutch 70 can be connected. Alternatively, the ECU 16 determines whether or not the command value of the motor reaction force Fr is zero. When the command value is zero, the ECU 70 releases the clutch 70, and when the command value is other than zero, the clutch 70 Can also be connected.
- play in the power applying device 26 is suppressed by the play compensation force Fb, but the play suppressing method is not limited to this.
- FIG. 10 shows a first modification of the configuration shown in FIG.
- FIG. 11 shows a second modification of the configuration shown in FIG.
- the arrangement of the additional spring 42 (biasing member) is changed so that the second biasing force Fs2 from the additional spring 42 is applied to the output shaft 58 of the motor 36.
- the output shaft 58 of the motor 36 in the first modification is projected not only on the clutch 70 side (left side in FIG. 10) but also on the additional spring 42 side (right side in FIG. 10). Can do.
- the direction in which the second urging force Fs2 from the additional spring 42 is applied is the same as the direction in which the motor reaction force Fr is generated.
- the urging force (second urging force Fs2) in the direction in which the motor reaction force Fr is generated always acts on the output shaft 58 of the motor 36, and the motor power Fm is not generated.
- the play compensation force Fb is generated not by the motor 36 but by the additional spring 42. Therefore, when the motor reaction force Fr is generated thereafter, the responsiveness of generation of the motor reaction force Fr can be improved.
- a second reduction gear 90 is provided between the motor 36 and the additional spring 42 in the configuration of FIG.
- the second speed reducer 90 is for reducing the rotation angle of the output shaft 58 of the motor 36 by the second biasing force Fs2 of the additional spring 42.
Abstract
Description
1.車両10の構成
(1)全体構成
図1は、この発明の一実施形態に係るアクセルペダル装置12(反力ペダル装置)を搭載した車両10のブロック図である。図2は、アクセルペダル装置12の外観斜視図である。図3は、アクセルペダル装置12の外観側面図である。車両10は、例えば、ガソリン車である。或いは、ハイブリッド車両及び燃料電池車を含む電気自動車であってもよい。
アクセルペダル装置12は、アクセルペダル20と、ペダル側アーム22と、付勢力発生装置24と、動力付与装置26とを備える。
図2及び図3に示すように、ペダル側アーム22は、その一端(以下「端部22a」という。)が軸部材28を介してアクセルペダル20に旋回可能に連結されている。ペダル側アーム22の他端(図示せず)は、付勢力発生装置24に旋回可能に支持されている。
付勢力発生装置24は、踏み込まれたアクセルペダル20を原位置に戻すための付勢力(以下「第1付勢力Fs1」[N]という。)を機械的な構成により発生し、ペダル側アーム22を介してアクセルペダル20に付与するものである。図1に示すように、付勢力発生装置24は、その内部に、リターンスプリング30、ヒステリシス特性生成部32と、操作量センサ34とを備える。
図5には、動力付与装置26の概略的な内部構成が示されている。動力付与装置26は、アクセルペダル20に対する動力(以下「モータ動力Fm」[N]という。)を生成するものであり、図1~図3及び図5に示すように、アクチュエータとしてのモータ36と、減速機ユニット38と、モータ側アーム40と、追加スプリング42とを有する。
駆動系14は、車両10に駆動力を与えるものであり、図示しないエンジン、トランスミッション、車輪等を備える。
ECU16は、操作量センサ34が検出したアクセルペダル20の操作量θに基づいて駆動系14と動力付与装置26とを制御する。
以上のような構成を有することから、運転者がアクセルペダル20を踏み込むと、アクセルペダル20は、その基部20aを中心に旋回し、当該旋回に伴ってアクセルペダル20の先端が下方に移動する。これに伴って、アクセルペダル20との相対角度を変化させながら、ペダル側アーム22の端部22aが下方に旋回移動する。この際、ペダル側アーム22は、付勢力発生装置24(リターンスプリング30)からの第1付勢力Fs1を受ける。また、ペダル側アーム22が下方に旋回移動すると、ペダル側アーム22の端部22aがモータ側アーム40の端部40aを押圧する。その結果、ペダル側アーム22の端部22aがモータ側アーム40の端部40aと一緒に下方に移動する。その際、モータ側アーム40の旋回により、追加スプリング42が引っ張られるため、モータ側アーム40には原点復帰力としての第2付勢力Fs2が作用する。
(1)概要
上述のように、本実施形態では、アクセルペダル20に付加される付勢力として、例えば、付勢力発生装置24が発生する第1付勢力Fs1と、モータ36が発生するモータ動力Fmと、追加スプリング42が発生する第2付勢力Fs2とがある。以下では、アクセルペダル20に付加される付勢力の合計を合計付勢力Ftと呼ぶ。合計付勢力Ftのうち、モータ動力Fmと第2付勢力Fs2は、動力付与装置26を車両10に組み込んだことにより追加されたものである。その一方、第1付勢力Fs1は、車両10に動力付与装置26を組み込まない場合であっても、アクセルペダル20に付加される。
上述の通り、モータ反力Frは、運転者に対して適切な操作量θを知らせるためのモータ動力Fmである。モータ反力Frの制御は、操作量センサ34が検出した操作量θと、図示しない車速センサが検出した車速[km/h]等を用いる。モータ反力Frの制御としては、例えば、上述したWO2009/136512A1に記載のものを用いることができる。
(a)遊び補償力Fbの制御の詳細
上述の通り、遊び補償力Fbは、動力付与装置26において生じる遊びを抑制し、各部材間の接触を維持するためのモータ動力Fmである。すなわち、遊び補償力Fbにより、モータ36とクラッチ70との間、クラッチ70内、第1歯車80と第2歯車82との間、第3歯車84と第4歯車86との間、出力軸76とモータ側アーム40との間、及びモータ側アーム40とペダル側アーム22との間の接触を維持する。
図6は、遊び補償力Fbを用いない比較例において、モータ反力Frを発生させない状態での力(第2付勢力Fs2)の発生状態を示す。図7は、本実施形態において、モータ反力Frを発生させない状態での力(第2付勢力Fs2及び遊び補償力Fb)の発生状態を示す。なお、説明の容易化のため、図6及び図7では、リターンスプリング30及びそこからの第1付勢力Fs1については考慮していない。
次に、本実施形態におけるクラッチ70の制御について説明する。本実施形態では、クラッチ70を解放させている間に、モータ36の出力軸58の回転角度(モータ36の回転角度θm)(位相)と、減速機72の入力軸74の回転角度(位相)との関係を変化させる。これにより、モータ36及び減速機72それぞれにおいて使用部位が偏ること(モータ36及び減速機72の一部のみにモータ動力Fmの大半が作用すること)を防止する。
上記のように、本実施形態では、アクセルペダル20の操作量θとモータ36の回転角度θmとの間にずれを生じさせることにより、モータ36の回転角度θmを360°以上とした。本実施形態では、さらに、減速機72のギア比nを調整することによっても、モータ36の回転角度θmが360°以上となることを保証している。
上記の通り、θmaは、モータ側アーム40の旋回可能範囲である(図3参照)。
式(2)を変形すると式(3)となる。
従って、旋回可能範囲θmaがわかれば、ギア比nを特定することができる。例えば、旋回可能範囲θmaが22°である場合、ギア比nを16.37(≒360/22)以上とすることにより、回転角度θmを360°以上とすることができる。
以上のように、本実施形態によれば、アクセルペダル20を変位させているときに、クラッチ70を一時的に解放させる(図8のS6)。このため、クラッチ70の解放前と解放後では、アクセルペダル20の操作量θとモータ36の回転角度θmとがずれる(相対的な位置関係が変化する)こととなる。このため、モータ動力Fmを伝える動力付与装置26における部品(モータ36等の部品)にかかる力が特定の箇所に集中することを回避し、動力付与装置26全体での耐久性を高めることが可能となる。特に、本実施形態では、モータ36がブラシモータであるため、コミテータ60とブラシ62とが接触する範囲を拡張させ、摩耗箇所を分散させることが可能となる。従って、特定の箇所のみが摩耗することに伴う摩耗量の差によって生じる異音や荷重段差の発生を防止し、ユーザの違和感を避けることが可能となる。
なお、この発明は、上記実施形態に限らず、この明細書の記載内容に基づき、種々の構成を採り得ることはもちろんである。例えば、以下の構成を採用することができる。
上記実施形態では、車両10をガソリン車としたが、これに限らず、ハイブリッド車両及び燃料電池車を含む電気自動車であってもよい。
上記実施形態では、モータ動力Fmを付与するペダルをアクセルペダル20としたが、ブレーキペダルにも同様の構成を適用可能である。すなわち、ブレーキペダルに対してモータ動力Fmを付与可能な構成において、上記のようにクラッチ70、遊び補償力Fb及びギア比nを利用することもできる。
上記実施形態では、付勢力発生装置24を機械的な構成のみから構成したが、電気的又は電磁的な機構を有するものを用いてもよい。
上記実施形態では、アクセルペダル20に付与する動力(付勢力)を生成するものとしてモータ36を用いたが、これに限らず、その他の駆動力生成手段(例えば、空気圧アクチュエータ)を用いることもできる。
Claims (7)
- 運転者が操作するペダル部材(20、22)と、
前記ペダル部材(20、22)に常に連結されたアーム部材(40)を介して、前記ペダル部材(20、22)に反力を付与するモータ(36)と、
前記モータ(36)と前記アーム部材(40)との間に設けられたクラッチ(70)と
を備え、
前記ペダル部材(20、22)が変位しているとき、前記クラッチ(70)を一時的に解放させる
ことを特徴とする反力ペダル装置(12)。 - 請求項1記載の反力ペダル装置(12)において、
前記ペダル部材(20、22)を戻すとき、前記クラッチ(70)を一時的に解放させる
ことを特徴とする反力ペダル装置(12)。 - 請求項1記載の反力ペダル装置(12)において、
前記ペダル部材(20、22)は、アクセルペダル(20)を含み、
前記アクセルペダル(20)の操作量の単位時間当たりの変化量に関し、前記アクセルペダル(20)が戻されていること又は前記アクセルペダル(20)が所定の速度で戻されていることを判定するための閾値を設定し、
前記変化量が前記閾値を超えるとき、前記クラッチ(70)を一時的に解放させる
ことを特徴とする反力ペダル装置(12)。 - 請求項1~3のいずれか1項に記載の反力ペダル装置(12)において、
前記モータ(36)と前記アーム部材(40)との間に減速機(72)を備え、
前記減速機(72)の減速比は、前記アーム部材(40)が変位可能範囲を変位するとき、前記モータ(36)の回転角度が360°以上となるように設定される
ことを特徴とする反力ペダル装置(12)。 - 請求項1~4のいずれか1項に記載の反力ペダル装置(12)において、
前記モータ(36)による反力の生成を要しない場合でも前記モータ(36)を作動させ、前記モータ(36)から前記ペダル部材(20、22)までの動力伝達系(26)における遊びを抑制する
ことを特徴とする反力ペダル装置(12)。 - 請求項1~5のいずれか1項に記載の反力ペダル装置(12)において、さらに、
前記反力ペダル装置(12)は、前記モータ(36)による反力の発生方向に、前記モータ(36)とは別に付勢力を常に付与する付勢部材(42)を有し、
前記付勢部材(42)は、前記モータ(36)から前記ペダル部材(20、22)までの動力伝達系(26)における遊びを前記付勢力により抑制する
ことを特徴とする反力ペダル装置(12)。 - 請求項6記載の反力ペダル装置(12)において、
前記モータ(36)と前記付勢部材(42)との間に第2減速機(90)を有する
ことを特徴とする反力ペダル装置(12)。
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- 2011-08-08 WO PCT/JP2011/068028 patent/WO2012029503A1/ja active Application Filing
- 2011-08-08 CN CN201180040363.2A patent/CN103080865B/zh active Active
- 2011-08-08 BR BR112013004943A patent/BR112013004943B8/pt active IP Right Grant
- 2011-08-08 JP JP2012531770A patent/JP5443607B2/ja active Active
- 2011-08-08 US US13/818,131 patent/US8770060B2/en active Active
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2013
- 2013-12-19 JP JP2013262433A patent/JP5728563B2/ja not_active Expired - Fee Related
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Cited By (21)
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US9229469B2 (en) | 2011-12-27 | 2016-01-05 | Honda Motor Co., Ltd. | Reactive force pedal device |
JPWO2014010239A1 (ja) * | 2012-07-13 | 2016-06-20 | パナソニックIpマネジメント株式会社 | 照明制御装置、照明用光源、及び照明システム |
US9554448B2 (en) | 2012-07-13 | 2017-01-24 | Panasonic Intellectual Property Management Co., Ltd. | Illumination control device, light source for illumination, and illumination system |
JP5909620B2 (ja) * | 2012-07-13 | 2016-04-27 | パナソニックIpマネジメント株式会社 | 照明制御装置、照明用光源、及び照明システム |
US10434876B2 (en) | 2012-10-08 | 2019-10-08 | Robert Bosch Gmbh | Active accelerator pedal |
CN104736371A (zh) * | 2012-10-08 | 2015-06-24 | 罗伯特·博世有限公司 | 主动型加速踏板 |
WO2015049786A1 (ja) | 2013-10-04 | 2015-04-09 | 本田技研工業株式会社 | 車両用アクセルペダル装置 |
JP2015071378A (ja) * | 2013-10-04 | 2015-04-16 | 本田技研工業株式会社 | 車両用アクセルペダル装置 |
WO2015049823A1 (ja) * | 2013-10-04 | 2015-04-09 | 本田技研工業株式会社 | アクセルペダル反力制御装置 |
US9475386B2 (en) | 2013-10-04 | 2016-10-25 | Honda Motor Co., Ltd. | Vehicle accelerator pedal apparatus |
CN107878195A (zh) * | 2013-10-08 | 2018-04-06 | 本田制锁有限公司 | 反力发生装置 |
CN107878194A (zh) * | 2013-10-08 | 2018-04-06 | 本田制锁有限公司 | 反力发生装置 |
JP2015074312A (ja) * | 2013-10-08 | 2015-04-20 | 株式会社ホンダロック | 反力出力装置 |
US10124673B2 (en) | 2013-10-08 | 2018-11-13 | Honda Lock Mfg. Co., Ltd. | Reaction force output device |
WO2015053049A1 (ja) * | 2013-10-08 | 2015-04-16 | 株式会社ホンダロック | 反力出力装置 |
JP2015095165A (ja) * | 2013-11-13 | 2015-05-18 | 株式会社ホンダロック | 反力出力装置 |
JP2015207045A (ja) * | 2014-04-17 | 2015-11-19 | 株式会社ホンダロック | 反力出力装置 |
WO2016140249A1 (ja) * | 2015-03-04 | 2016-09-09 | 株式会社ホンダロック | 動力伝達装置 |
US10480640B2 (en) | 2015-03-04 | 2019-11-19 | Honda Lock Mfg. Co., Ltd. | Power transmission device |
WO2023068337A1 (ja) * | 2021-10-21 | 2023-04-27 | 株式会社デンソー | 反力付与装置 |
WO2023068338A1 (ja) * | 2021-10-21 | 2023-04-27 | 株式会社デンソー | 反力付与装置 |
Also Published As
Publication number | Publication date |
---|---|
JP5728563B2 (ja) | 2015-06-03 |
JP2014089738A (ja) | 2014-05-15 |
CN103080865B (zh) | 2017-02-15 |
US8770060B2 (en) | 2014-07-08 |
JP5443607B2 (ja) | 2014-03-19 |
US9933808B2 (en) | 2018-04-03 |
EP2613217A4 (en) | 2014-05-07 |
CN103080865A (zh) | 2013-05-01 |
EP2613217A1 (en) | 2013-07-10 |
BR112013004943B8 (pt) | 2022-08-30 |
BR112013004943A2 (pt) | 2016-08-16 |
EP2613217B1 (en) | 2017-10-11 |
US20140251069A1 (en) | 2014-09-11 |
JPWO2012029503A1 (ja) | 2013-10-28 |
US20130152725A1 (en) | 2013-06-20 |
BR112013004943B1 (pt) | 2021-01-12 |
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