WO2013112075A1 - Commutateur au pied - Google Patents

Commutateur au pied Download PDF

Info

Publication number
WO2013112075A1
WO2013112075A1 PCT/SE2012/000004 SE2012000004W WO2013112075A1 WO 2013112075 A1 WO2013112075 A1 WO 2013112075A1 SE 2012000004 W SE2012000004 W SE 2012000004W WO 2013112075 A1 WO2013112075 A1 WO 2013112075A1
Authority
WO
WIPO (PCT)
Prior art keywords
pedal
pedal switch
force
arrangement
switch
Prior art date
Application number
PCT/SE2012/000004
Other languages
English (en)
Inventor
Ulf Granar
Original Assignee
Volvo Construction Equipment Ab
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 Volvo Construction Equipment Ab filed Critical Volvo Construction Equipment Ab
Priority to PCT/SE2012/000004 priority Critical patent/WO2013112075A1/fr
Publication of WO2013112075A1 publication Critical patent/WO2013112075A1/fr

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/20—Off-Road Vehicles
    • B60Y2200/22—Agricultural vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/40—Special vehicles
    • B60Y2200/41—Construction vehicles, e.g. graders, excavators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/40—Special vehicles
    • B60Y2200/41—Construction vehicles, e.g. graders, excavators
    • B60Y2200/415—Wheel loaders

Definitions

  • the present disclosure relates to a pedal switch according to the preamble of claim 1. Moreover, the present disclosure relates to a pedal arrangement according to the preamble of claim 10. Further, the present disclosure relates to a vehicle according to the preamble of claim 12.
  • Vehicles of today may be provided with a pedal that is adapted to assume positions in a first position range as well as a second position range.
  • the pedal is an acceleration pedal
  • the first position range may correspond to pedal positions with a relatively low fuel consumption of the vehicle
  • the second position range may correspond to pedal positions with larger fuel consumption.
  • the pedal may be adapted to interact with a pedal switch that requires that the operators impart a relatively large force on the pedal in order to displace the pedal from a position in the first position range to a position in the second position range.
  • a pedal switch is disclosed in US 2004/0163488 A1.
  • an object of the present invention is to provide a pedal switch that enables that a pedal may only be displaced from a position in a first position range to a position in a second position range by imparting the pedal a relatively large force but wherein the risk of obtaining an undesirably large displacement of the pedal, when entering the second position range, is appropriately low.
  • the present disclosure relates to a pedal switch for a pedal for a vehicle.
  • the pedal switch comprises a first member adapted to be subjected to a force by the pedal, and a second member.
  • the pedal switch is adapted to assume a locking condition preventing relative displacement between the first and second member when the first member is subjected to a force by the pedal, which force is below a
  • the pedal switch is adapted to assume a non-locking condition allowing a relative displacement between the first and second members when the first member is subjected to a force by the pedal, which force is equal to or above the predetermined threshold force.
  • the pedal switch comprises a damping arrangement adapted to dampen the relative displacement between the first and second members in the non-locking condition.
  • the expression "damping arrangement” is intended to encompass any arrangement that is adapted to provide a resulting force in relation to the speed of the relative displacement, rather than the magnitude of the relative displacement as such, between two portions of the arrangement.
  • the expression "pedal” is intended to mean any actuator that is arranged to be pressed and/or pulled by a user's foot and/or hand, or activated in any other way by a user.
  • the pedal switch of the present disclosure is preferably used with a foot actuated pedal.
  • the pedal switch of the present disclosure implies that any large displacement of the pedal that could possibly occur when the pedal switch assumes its non-locking condition may be dampened by the damping arrangement of the pedal switch. As such, by virtue of the damping arrangement, the risk of obtaining an inadvertently large displacement of the pedal, when entering the second position range, may be reduced.
  • the damping arrangement preferably does not provide any significant counteracting force to the pedal, at least not if low or moderate forces are imparted on the pedal.
  • an operator of the pedal may operate the pedal within the second position range without having to use a large force for displacing the pedal.
  • the damping arrangement is adapted to dampen the relative displacement between the first and second members in the non-locking condition only, i.e. when the pedal is in the second position range only.
  • damping arrangement dampens the relative displacement in the non-locking condition only implies that an operator may operate the pedal within the first position range such that the pedal may be displaced at a relatively large displacement speed without the need of a large force imparted on the pedal.
  • a first portion of the damping arrangement is adapted to engage with the first member and a second portion of the damping arrangement is adapted to engage with the second member.
  • the pedal switch comprises a releasable locking arrangement being adapted to assume the locking condition and the non-locking condition.
  • the locking arrangement comprises a magnet, preferably a permanent magnet.
  • the damping arrangement comprises a hydraulic dampener.
  • the pedal switch comprises a biasing means, the biasing means being adapted to, in the non-locking condition, impart a force on the first member and/or the second member.
  • the biasing means is adapted to impart a force on the first member and/or the second member such that the first member and/or the second member is/are displaced towards a position in which the pedal switch assumes the locking condition.
  • one of the first and second members comprises a housing and the other of the first and second members comprises a plunger extending at least partially within the housing.
  • the damping arrangement is located at least partially within the housing.
  • a second aspect of the present disclosure relates to a pedal arrangement for a vehicle, the pedal arrangement comprising a pedal.
  • the pedal arrangement further comprises a pedal switch according to the first aspect of the present disclosure.
  • the pedal is an accelerator pedal.
  • a third aspect of the present disclosure relates to a vehicle comprising at least one pedal switch according to the first aspect of the present disclosure and/or a pedal arrangement according to the second aspect of the present disclosure.
  • Fig. 1 illustrates a vehicle
  • Fig. 2 illustrates an embodiment of a pedal assembly
  • Fig. 3 illustrates an embodiment of a pedal switch according to the present invention
  • Fig. 4 illustrates pedal force profile for an embodiment of a pedal assembly according to the present invention.
  • the invention will below be described for a vehicle in the form of a wheel loader 10 such as the one illustrated in Fig. 1.
  • the wheel loader 10 should be seen as an example of a vehicle which could comprise a pedal switch and/or a pedal arrangement according to the present invention.
  • the pedal switch and/or pedal arrangement of the present invention may be implemented in a plurality of different types of vehicles.
  • the pedal switch and/or pedal arrangement could be implemented in a truck, a lorry, a tractor, a car, a bus or any type of work machine.
  • Fig. 2 schematically illustrates a pedal assembly 12 for a vehicle.
  • the pedal assembly 12 comprises a pedal 14 which in Fig. 2 is implemented as an accelerator pedal.
  • the pedal 14 may be of another type.
  • the pedal may be adapted to actuate a machine (not shown) or another component (not shown) of the vehicle.
  • the pedal 14 is adapted to assume an initial position that is indicated by the dashed- dotted line 16 in Fig. 2.
  • the initial position generally corresponds to an idling condition of the engine (not shown) actuated by the accelerator pedal 14.
  • the pedal 14 may be adapted to assume a plurality of positions, in a step-wise and/or continuous manner, within a first position range A as well as within a second position range B.
  • the first position range A generally includes, or at least has one position that is adjacent to, the initial position 16 of the pedal 14.
  • Each one of the positions of the second position range B preferably is located at a distance from the initial position of the pedal 14. As such, at least one position within the first position range A is generally located between the initial position 14 and the second position range B.
  • the second position range B preferably includes the maximum position, i.e. the position corresponding to the largest possible displacement of the pedal 14.
  • the first position range A generally corresponds to positions of the pedal 14 which relate to more environmentally friendly and/or more economic operating conditions of the device actuated by the pedal 14 than positions within the second position range B.
  • the first position range A may for instance correspond to positions of the accelerator pedal 14 which result in a fuel consumption below a certain threshold value.
  • the first position range A may be 2 to 5 times greater, preferably 3 to 4 times greater, than the second position range B.
  • the implementation of the pedal 14 illustrated in Fig. 2 is adapted to be pivoted around a pivot point 8 to thereby assume the above discussed plurality of positions.
  • other implementations of the pedal 14 may be adapted to be subjected to a translation along a rectilinear or curved line (not shown in Fig. 2).
  • the pedal arrangement 12 preferably comprises a pedal position control means 19, or a position controller.
  • the pedal position control means 19 comprises a pedal biasing means 21 , or pedal biasing arrangement, adapted to bias the pedal 4 in a direction towards the initial position 16 of the pedal 14.
  • the pedal biasing means 21 is in Fig. 2 implemented as a torsion spring, but other implementations of the pedal biasing means 21 are of course possible.
  • the pedal position control means 19 may also comprise a pedal damping means (not shown), or pedal damping arrangement, adapted to dampen the motions of the pedal 14.
  • Fig. 2 further illustrates that the pedal assembly comprises a pedal switch 20.
  • the pedal switch 20 is adapted to interact with the pedal 14 at least when the position of the pedal 14 enters, or is within, the second position range B.
  • the pedal switch 20 comprises a first member 22 adapted to be subjected to a force by the pedal 14, and a second member 24.
  • the second member 24 may preferably be adapted to, at least under certain operating conditions, be in contact with a portion of the vehicle which portion is not fixedly attached to the pedal 14.
  • the second member 24 may be adapted to abut a portion of the vehicle, such a pedal assembly base 26 that in turn is adapted to be mounted on an inner floor (not shown) of the vehicle.
  • the pedal switch 20 illustrated in Fig. 2 is adapted to be fixedly attached to the pedal 14 such that the pedal switch 20 only contacts the other portion of the vehicle when the pedal 14 assumes a position within the second position range B or when the pedal 14 enters the second position range B.
  • the pedal switch 20 may be adapted to be attached to the other portion of the vehicle such that the pedal 14 contacts the pedal switch 20 only when the pedal 14 assumes a position within the second position range B or when the pedal 14 enters the second position range B.
  • Fig. 3 illustrates a preferred embodiment of the Fig. 2 pedal switch 20.
  • the first member 22 comprises a housing 23 and the second member 24 comprises a plunger 25.
  • the pedal switch 20 illustrated in Fig. 3 comprises a releasable locking arrangement 26 adapted to assume the above discussed locking and non-locking conditions.
  • the releasable locking arrangement 26 is in the Fig. 3 embodiment implemented as a magnet member 28, i.e. a member that comprises a permanent and/or an electric magnet, and a connection member 30.
  • the connection member 30 preferably comprises a magnetic material.
  • the magnet 28 is fixedly attached to one of the first and second members 22, 24 and the connection member 30 is connected to the other one of the first and second members 22, 24.
  • the magnet 28 may form a unitary component with one of the first and second members 22, 24.
  • the connection member 30 may form a unitary component with the other of the first and second members 22, 24.
  • the connection member 30 may preferably comprise a plate of magnetic material. Purely by way of example, the magnetic material may be a steel alloy.
  • the magnet 28 is fixedly attached to a portion of the second member 24, i.e. the plunger 25 in Fig. 3, whereas the member of a magnetic material 30 is fixedly attached to a portion of the first member 22, i.e. the housing 23 in Fig. 3.
  • the magnet 28 may instead be fixedly attached to the first member (this option is not shown in Fig. 3).
  • releasable locking arrangement 26 may comprise other types of releasable locking means, or releasable locking arrangements.
  • implementations of releasable locking arrangement 26 may include a snap-on connection (not shown in Fig. 3).
  • the locking arrangement 26 may be implemented as an arrangement that includes a load sensor (not shown) that is directly or indirectly connected to a locking actuator (not shown). The locking actuator may be adapted to prevent relative displacement between the first and second members 22, 24 when the load sensor is indicative of that the load imparted on the first member 22 is below a predetermined threshold value and to allow relative displacement when the load is above the threshold value.
  • Fig. 3 further illustrates that the pedal switch 20 comprises a damping arrangement 32 adapted to dampen the relative displacement between the first 22 and second members 24 in the non-locking condition.
  • the damping arrangement 32 is adapted to dampen the relative displacement between the first and second members 22, 24 only in the non-locking condition.
  • the damping arrangement 32 is separate from, i.e. distinct from, the pedal control means (which is indicated by reference number 19 in Fig. 2) ⁇
  • the implementation of the damping arrangement 32 illustrated in Fig. 3 is a hydraulic dampener comprising a piston rod 34 and a cylinder 36 wherein the piston rod 34 is allowed to be displaced in relation to the cylinder 36.
  • the cylinder 36 may preferably comprise a fluid such a liquid (e.g. oil) and/or a gas (e.g. air).
  • other implementations of the damping arrangement 32 may for instance comprise an electronically controlled actuator (not shown) that is connected to an electronic control unit (not shown) that determines a resulting force of the actuator based on the speed of the relative displacement between e.g. the first and second members 22, 24.
  • a first portion, e.g. the cylinder 36, of the damping arrangement 32 is adapted to engage with the first member 22 and a second portion, e.g. the piston rod 34, of the damping arrangement 32 is adapted to engage with the second member 24.
  • the piston rod 34 is connected to the second member 24 and the cylinder 36 is connected to the first member 22.
  • the cylinder 36 may be connected to a lid 39 that is fixedly or releasably attached to the housing 23 of the first member 22.
  • a portion of the pedal 14 may in embodiments of the pedal switch 20 constitute the lid 39 attached to the housing 23.
  • the damping arrangement 32 is located at least partially within the housing 23. Moreover, in the Fig. 3 embodiment, the damping arrangement 32 is located within a space that is at least partially delimited by the first member 22 and the second member 24. The fact that the damping arrangement 32 is located at least partially within the above space implies a reduced risk that the damping arrangement 32 is exposed to e.g. dirt or moisture.
  • the order may be reversed such that the piston rod 34 is connected to the first member 22 and the cylinder 36 is connected to the second member 24.
  • the damping arrangement 32 may be connected to only one of the first and second members 22, 24 and a portion of the damping arrangement 32 may be adapted to abut the other one of the first and second members 22, 24 when the pedal switch is in an un-locked condition.
  • Fig. 3 further illustrates that the pedal switch 20 may comprise a biasing means 38, or biasing member, which in Fig. 3 is implemented as a helical spring circumventing the cylinder 36.
  • the biasing means 38 is adapted to, in said non-locking condition, impart a force on the first member 22 and/or the second member 24.
  • the stiffness of the biasing means 38 is relatively low.
  • the stiffness of the biasing means 38 may be less than 25%, more preferred less than 15%, of the stiffness of the pedal biasing means 21.
  • the biasing means 38 is adapted to impart a force on the first member 22 and/or the second member 24 such that the first member 22 and/or the second member 24 are displaced towards a position in which the pedal switch 20 assumes the locking condition.
  • Fig. 4 illustrates a pedal force profile 40 for a pedal assembly 12 comprising a pedal switch 20 according to the present invention.
  • the abscissa relates to the relative position of the pedal 14 and the ordinate relates to the force imparted on the pedal 14.
  • the relative position of the pedal 14 may, depending on the implementation of the pedal 14, for instance relate to the angular or linear position of the pedal 14.
  • Fig. 4 further indicates the first position range A and the second position range B of the pedal 14.
  • the force required in order to obtain a position change of the pedal 14 is relatively low and the slope of the pedal force profile 40 in the first position range A generally corresponds to the stiffness of the pedal biasing means 21.
  • a force has to be imparted to the pedal 14 which, in addition to the force required in order to overcome the resulting force of the pedal biasing means 21 , exceeds the force required for the pedal switch 20 to assume its non-locking condition.
  • the force required for the pedal switch 20 to assume its non-locking condition may be within the range of 20 - 70 N, preferably within the range of 30 - 60 N, more preferred within the range of 40 - 50 N.
  • the force required for the pedal switch 20 to assume its non-locking condition is indicated by force range 42 in Fig. 4.
  • the position 44 of the pedal 14 at which the pedal switch 20 engages with the pedal 14 depends inter alia on the size and position of the pedal switch 20 relative to the pedal 14.
  • the pedal switch 20 assumes its non-locking condition.
  • the force required to further displace the pedal 14 is substantially lower than the force needed to obtain the non-locking condition.
  • the force required to further displace the pedal 14 may be less than 30%, preferably less than 15% of the force required to obtain the non-locking condition.
  • the damping arrangement 38 will reduce the further displacement of the pedal 1 pedal switch 20 in the non-locking condition.
  • the load imparted on the pedal 14 may be larger than what is actually needed in order to further displace the pedal 14.
  • a relative displacement may be obtained between the first and second members 22, 24 the speed of which may be relatively large.
  • the relative displacement results in that the damping arrangement 38 provides a damping force, the size of which is dependent on the speed of the relative displacement, which damping force counteracts the force imparted on the pedal 14. This counteracting force will reduce the displacement of the pedal 14. Fig.
  • FIG. 4 illustrates three possible shapes 40', 40", 40"' of the pedal force profile 40 after the profile switch 20 has assumed its non-locking condition.
  • the actual shape obtained depends inter alia on the amount of the force applied to the pedal 14 in the non-locking condition.
  • the relative displacement between the first and second members 22, 24 is dampened, as is indicated by point 46 in Fig. 4, until the speed of the relative displacement between the members 22, 24 is close to zero.
  • the force needed to displace the pedal 14 substantially corresponds to the force required to overcome the pedal position control means 19 and possibly also the biasing means 38 of the pedal switch 20, should the pedal switch 20 comprise such a biasing means 38.
  • an operator of the pedal 14 may operate the pedal 14 within the second position range B without having to impart a large force on the pedal 14.
  • a single pedal switch according to the present invention may be connected to a plurality of pedals.
  • a single pedal may comprise a plurality of pedal switches arranged to assume a locking condition at different predetermined thresholds.

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  • Engineering & Computer Science (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

La présente invention concerne un commutateur au pied (20) pour une pédale (14) pour un véhicule (10). Le commutateur au pied (20) comprend un premier élément (22) conçu pour être soumis à une force par la pédale (14), et un second élément (24). Le commutateur au pied (20) est conçu pour adopter une condition de verrouillage empêchant le déplacement relatif entre les premier et second éléments (22, 24) lorsque le premier élément (22) est soumis à une force par la pédale (14), laquelle force est inférieure à une force seuil prédéfinie. En outre, le commutateur au pied (20) est conçu pour adopter une condition de non-verrouillage permettant le déplacement relatif entre les premier et second éléments (22, 24) lorsque le premier élément (22) est soumis à une force par la pédale, laquelle force est supérieure ou égale à une force seuil prédéfinie. Le commutateur au pied (20) comprend en outre un agencement d'amortissement (32) conçu pour amortir le déplacement relatif entre les premier et second éléments (22, 24) dans la condition de non-verrouillage.
PCT/SE2012/000004 2012-01-23 2012-01-23 Commutateur au pied WO2013112075A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SE2012/000004 WO2013112075A1 (fr) 2012-01-23 2012-01-23 Commutateur au pied

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2012/000004 WO2013112075A1 (fr) 2012-01-23 2012-01-23 Commutateur au pied

Publications (1)

Publication Number Publication Date
WO2013112075A1 true WO2013112075A1 (fr) 2013-08-01

Family

ID=48873724

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2012/000004 WO2013112075A1 (fr) 2012-01-23 2012-01-23 Commutateur au pied

Country Status (1)

Country Link
WO (1) WO2013112075A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2946964A1 (fr) * 2014-05-20 2015-11-25 Peugeot Citroën Automobiles Sa Dispositif de commande de l'accélération d'un véhicule, à amortissement variable pour alerter le conducteur d'une phase de roue libre

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040163488A1 (en) * 2001-08-31 2004-08-26 Siemens Ag Wear-free accelerator pedal kick-down switch
EP1975760A2 (fr) * 2007-03-27 2008-10-01 Mikuni Corporation Dispositif de pédale d'accélération
EP2108863A1 (fr) * 2008-04-10 2009-10-14 Hella KG Hueck & Co. Elément kick down pour une pédale d'accélérateur
DE102010027924A1 (de) * 2010-04-19 2011-10-20 Ab Elektronik Gmbh Fahrpedal

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040163488A1 (en) * 2001-08-31 2004-08-26 Siemens Ag Wear-free accelerator pedal kick-down switch
EP1975760A2 (fr) * 2007-03-27 2008-10-01 Mikuni Corporation Dispositif de pédale d'accélération
EP2108863A1 (fr) * 2008-04-10 2009-10-14 Hella KG Hueck & Co. Elément kick down pour une pédale d'accélérateur
DE102010027924A1 (de) * 2010-04-19 2011-10-20 Ab Elektronik Gmbh Fahrpedal

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2946964A1 (fr) * 2014-05-20 2015-11-25 Peugeot Citroën Automobiles Sa Dispositif de commande de l'accélération d'un véhicule, à amortissement variable pour alerter le conducteur d'une phase de roue libre
FR3021260A1 (fr) * 2014-05-20 2015-11-27 Peugeot Citroen Automobiles Sa Dispositif de commande de l'acceleration d'un vehicule, a amortissement variable pour alerter le conducteur d'une phase de roue libre

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