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—Arrangement or mounting of propulsion-unit control devices in vehicles
  • B60K26/02—Arrangement or mounting of propulsion-unit control devices in vehicles of initiating means or elements
• • G—PHYSICS
  • G05—CONTROLLING; REGULATING
  • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
  • G05G7/00—Manually-actuated control mechanisms provided with one single controlling member co-operating with one single controlled member; Details thereof
  • G05G7/02—Manually-actuated control mechanisms provided with one single controlling member co-operating with one single controlled member; Details thereof characterised by special provisions for conveying or converting motion, or for acting at a distance

Definitions

• This disclosure relates to an accelerator device.
• Accelerator pedal force control devices that control the force applied to a vehicle's accelerator pedal are known.
• the rate of increase in the initial pedal force is set smaller than the rate of increase in the second pedal force.
• Patent Document 1 the rate of increase in the added reaction force in the first stage is gradual, so if the increase in pedal force is greater than the added reaction force, the pedal position cannot be maintained and the driver ends up depressing the pedal more.
• the purpose of this disclosure is to provide an accelerator device that can appropriately add reaction force.
• the accelerator device disclosed herein comprises a pedal lever, a reaction force drive source, a power transmission mechanism, and a control unit.
• the pedal lever is operable in response to depression.
• the reaction force drive source generates a driving force when energized.
• the power transmission mechanism transmits the driving force of the reaction force drive source to the pedal lever, and can apply a reaction force in the direction opposite to the pedal lever depression direction.
• the control unit has a pedal opening calculation unit that calculates the pedal opening, which is the rotation angle of the pedal lever, and a reaction force control unit that controls the reaction force drive source so that the additional reaction force applied to the pedal lever reaches the reaction force target value when the pedal opening reaches the pedal opening threshold.
• the reaction force control unit changes the reaction force increase rate until the reaction force target value is reached, depending on the pedal lever depression speed. This allows an appropriate reaction force to be applied to the pedal lever.
• FIG. 1 is a schematic diagram showing an accelerator device according to an embodiment
• FIG. 2 is a block diagram illustrating a control unit according to one embodiment
• FIG. 3 is a characteristic diagram showing a pedal force characteristic when a reaction force is not applied according to one embodiment
• FIG. 4 is a characteristic diagram showing a pedal force characteristic when a reaction force is applied according to one embodiment
• FIG. 5 is a flowchart illustrating a reaction force control process according to an embodiment.
• FIG. 6 is a time chart showing a case where a reaction force is not applied according to one embodiment.
• FIG. 7 is a time chart showing reaction force control when the pedaling speed is relatively slow in one embodiment.
• FIG. 8 is a time chart showing reaction force control when the pedaling speed is relatively high in one embodiment.
• FIG. 9 is an explanatory diagram showing a load change amount in one embodiment;
• FIG. 10 is a time chart showing reaction force control when the pedaling speed is higher than an upper limit value in one embodiment.
• FIG. 11 is a characteristic diagram showing the pedal force characteristics when the additional reaction force is greater than the maintaining pedal force;
• FIG. 12 is a time chart showing the reaction force control when the additional reaction force is greater than the holding pedal force.
• the accelerator device 1 includes a pedal lever 20, a motor 31, a power transmission mechanism 40, an ECU 50, and other components, and is mounted on a vehicle (not shown).
• the vehicle on which the accelerator device 1 is mounted is a so-called hybrid vehicle that uses an engine and a battery as a driving source, but it may also be a gasoline vehicle, a plug-in hybrid vehicle, an electric vehicle, or the like.
• the pedal lever 20 has a pad 21, an arm 23, and a pedal 25, which are driven as a unit by the driver's depression or other operations.
• the pad 21 is provided so that it can be depressed by the driver.
• the pad 21 is rotatably supported by a fulcrum member 22 provided on the housing H.
• Figure 1 shows a so-called floor-standing type (organ type) in which the pad 21 extends in a direction along one surface of the housing H, but it may also be a hanging type (pendant type).
• the parts of the housing that are not driven by the drive of the motor 31 or by depression of the pedal lever 20, such as the pedal housing and motor housing are collectively referred to as the "housing H.”
• the arm 23 connects the pad 21 and the pedal 25.
• One end of the pedal 25 is rotatably supported on the housing H by a fulcrum member 26, and the other end is connected to the arm 23.
• a pedal opening sensor 29 that detects the pedal opening is provided on one end of the pedal 25.
• the pedal biasing member 27 is a compression coil spring with one end fixed to the pedal 25 and the other end fixed to the housing H, and biases the pedal 25 in the accelerator closing direction.
• the motor 31 is, for example, a brushed DC motor.
• the driving force of the motor 31 is transmitted to the pedal lever 20 via the power transmission mechanism 40.
• the actuator 30 the entire configuration that transmits power from the motor 31, which is the reaction force drive source, to the pedal lever 20 via the power transmission mechanism 40.
• the power transmission mechanism 40 includes a gear set 41, an actuator lever 45, and an actuator lever biasing member 47.
• the gear set 41 is composed of a motor gear that rotates integrally with the motor shaft and multiple gears that mesh with the motor gear, and transmits the driving force of the motor 31 to the actuator lever 45.
• the position sensor 49 detects the rotational position of any of the gears that make up the gear set 41.
• the actuator lever 45 is connected to the gear set 41, and the other end abuts against the pedal lever 20. This allows the driving force of the motor 31 to be transmitted to the pedal lever 20 via the power transmission mechanism 40.
• the other end of the actuator lever 45 abuts against the pad 21, but it may also be configured to abut against the arm 23 or the pedal 25.
• the actuator lever biasing member 47 is a compression coil spring that biases the actuator lever 45 in the reaction force application direction, maintaining the actuator lever 45 in a state where it abuts against the pedal lever 20.
• the ECU 50 includes a motor driver 51, a current sensor 52, and a control unit 60.
• the motor driver 51 has a switching element (not shown) that switches the current flowing to the motor 31.
• the current sensor 52 detects the current flowing through the motor 31.
• the control unit 60 is primarily composed of a microcomputer and includes a CPU, ROM, RAM, I/O, and bus lines connecting these components (none of which are shown). Each process in the control unit 60 may be software processing in which the CPU executes a program pre-stored in a physical memory device such as ROM (i.e., a readable non-transitory tangible recording medium), or it may be hardware processing using dedicated electronic circuits. While Figure 1 shows each functional block as being configured in a single control unit 60, some functions may be configured in separate ECUs.
• control unit 60 has, as functional blocks, an angle calculation unit 61, a pedaling speed calculation unit 62, a pedal force increase speed calculation unit 63, a pedal opening threshold setting unit 64, and a reaction force control unit 65.
• the angle calculation unit 61 acquires the detection value of the pedal opening sensor 29 and calculates the pedal angle ⁇ ap, which is the amount of depression of the pedal lever 20 from the fully closed position. While FIG. 1 shows the detection value being acquired directly from the pedal opening sensor 29, the detection value may also be acquired via communication from another device, such as a higher-level ECU.
• the pedal angle ⁇ ap may also be calculated from the detection value of the position sensor 49 by converting it into a gear ratio.
• the pedaling speed calculation unit 62 calculates the pedaling speed Vap of the pedal lever 20 based on the pedal angle ⁇ ap.
• the pedaling speed Vap has a positive value when the pedal lever 20 is depressed and a negative value when it is released.
• the pedal force increase rate calculation unit 63 calculates the pedal force increase rate Vf, which is the pedal force increase rate per unit time, based on the pedaling speed Vap (see equation (1)).
• k1 in equation (1) is a coefficient used to convert the pedaling speed Vap into the pedal force increase rate Vf.
• Vf Vap ⁇ k1...(1)
• the pedal opening threshold setting unit 64 sets a pedal opening threshold Ath, which is a threshold related to the pedal angle at which a reaction force is applied.
• a pedal opening threshold Ath which is a threshold related to the pedal angle at which a reaction force is applied.
• the pedal opening threshold Ath is set according to the pedal opening at which EV driving switches to engine driving.
• the value according to the pedal opening at which EV driving switches to engine driving is not limited to the value at which the driving mode switches, but may also be a value set including a margin. The same applies to values related to fuel consumption rate and legal speed, which will be described later.
• the pedal opening threshold Ath is set according to the fuel consumption rate.
• a driving range DR1 is set where the fuel consumption rate is relatively low and fuel increase control is not engaged
• a driving range DR2 is set where the fuel consumption rate is relatively high and fuel increase control is engaged during acceleration.
• the pedal opening threshold Ath is set according to the driving state and the pedal opening at which the driving range DR1 switches to the driving range DR2.
• the pedal opening threshold Ath may be set according to the pedal opening corresponding to the vehicle driving force exceeding the legal speed limit. For example, by linking with an on-board camera or navigation system, when the vehicle is located in a safety-conscious area such as Zone 30, the pedal opening threshold Ath can be set to a pedal opening corresponding to the vehicle's driving force that exceeds the speed limit, and the vehicle speed can be suppressed to encourage safe driving.
• the reaction force control unit 65 energizes the motor 31 to apply a reaction force to the pedal lever 20.
• the pedal force characteristics of the pedal lever 20 are shown in Figures 3 and 4.
• the horizontal axis represents the pedal angle ⁇ ap
• the vertical axis represents the pedal force.
• Figure 3 shows the pedal force characteristics when no reaction force is added, with the pedal force fp increasing when the pedal lever 20 is depressed and decreasing when the pedal lever 20 is released.
• a hysteresis loop is formed such that the pedal force relative to the pedal angle ⁇ ap differs between when the pedal is depressed and when the pedal is released.
• the difference in pedal force between when the pedal is depressed and when the pedal is released is referred to as the holding pedal force fh.
• the holding pedal force fh is constant regardless of the pedal angle ⁇ ap, but it may also be set to differ depending on the pedal angle ⁇ ap.
• Figure 4 shows the pedal force characteristics when a reaction force is added.
• the pedal force characteristics when a reaction force is not added are shown by a dot-dash line.
• a reaction force fr is added.
• the added reaction force fr is set to a value smaller than the maintained pedal force fh so that the pedal angle ⁇ ap is maintained at the pedal opening threshold Ath. In other words, fr ⁇ fh.
• the rate at which the additional reaction force fr increases is slower than the rate at which the pedal force fp increases when the driver depresses the pedal lever 20, the addition of the reaction force may not keep up, and the driver may end up depressing the pedal lever 20 more. If the driving range is changed due to the increased depression, there is a possibility that the driving range with good fuel economy may not be fully utilized. Therefore, in this embodiment, the rate at which the additional reaction force fr increases is controlled based on the pedal lever 20 depression speed Vap.
• reaction force control process of this embodiment will be explained based on the flowchart in Figure 5. This process is executed at a predetermined cycle by the control unit 60. Note that the "step” in steps such as S101 will be omitted and simply referred to as "S.”
• control unit 60 determines whether the vehicle is moving. If it is determined that the vehicle is not moving (S101: NO), the processing from S102 onwards is skipped. If it is determined that the vehicle is moving (S101: YES), the processing proceeds to S102.
• the pedal opening threshold setting unit 64 sets the pedal opening threshold Ath at which a reaction force is added.
• the angle calculation unit 61 calculates the pedal angle ⁇ ap based on the detection value of the pedal opening sensor 29.
• the pedaling speed calculation unit 62 calculates the pedaling speed Vap based on the pedal angle ⁇ ap.
• the reaction force control unit 65 determines whether the pedaling speed Vap is greater than or equal to 0 and less than the upper limit Vmax.
• the upper limit Vmax is a value that defines the upper limit of the reaction force addition range in which reaction force is added. If the pedaling speed Vap is determined to be less than 0 or greater than the upper limit Vmax (S105: NO), the processing from S106 onwards is skipped and no reaction force is added. In particular, if the pedaling speed Vap is less than 0, that is, if the pedal lever 20 is in the return operation state, no reaction force is added.
• the pedal force increase rate calculation unit 63 calculates the pedal force increase rate Vf based on the pedaling speed Vap (see equation (1)).
• the reaction force control unit 65 determines whether the pedal angle ⁇ ap is greater than or equal to the pedal opening threshold Ath. If it is determined that the pedal angle ⁇ ap is less than the pedal opening threshold Ath (S107: NO), the process returns to S103. If it is determined that the pedal angle ⁇ ap is greater than or equal to the pedal opening threshold Ath (S107: YES), the process proceeds to S108.
• the reaction force control unit 65 sets the reaction force increase speed Vrf (see equation (2)).
• the coefficient k2 in equation (2) is set to an arbitrary value greater than 1 so as to prevent further depression of the pedal lever 20.
• the reaction force increase speed Vrf is calculated based on the pedal force increase speed Vf, but it is also possible to calculate the reaction force increase speed Vrf directly from the pedaling speed Vap (see equation (3)).
• the coefficient k3 in equation (3) is a value corresponding to k1 x k2.
• the pedal force increase rate Vf used to calculate the reaction force increase rate Vrf is preferably the value immediately before the pedal angle ⁇ ap exceeds the pedal opening threshold Ath. Furthermore, taking into account the driver's pedal operation fluctuations and detection errors, the reaction force increase rate Vrf may be calculated using a calculated value such as the average value of a predetermined range before the pedal angle ⁇ ap reaches the pedal opening threshold Ath.
• the reaction force control unit 65 controls the supply of electricity to the motor 31 so that the reaction force increase speed Vfr becomes the speed set in S108, and applies a reaction force to the pedal lever 20.
• the reaction force control unit 65 determines whether the applied reaction force has reached the reaction force target value Fr * and the application of reaction force has been completed. If it is determined that the application of reaction force has not been completed (S110: NO), the process returns to S109 and the application of reaction force continues. If it is determined that the application of reaction force has been completed (S110: YES), this process ends. Note that the processes related to the retention and release of reaction force after the target value has been reached are executed separately.
• Figure 6 shows the case where reaction force control is not performed.
• the horizontal axis represents a common time axis, and from the top, the pedal angle ⁇ ap, depression speed Vap, and load P are shown.
• the hysteresis region in which the pedal lever 20 is maintained is indicated by hatching.
• the pedal angle ⁇ ap increases at a constant rate.
• the horizontal axis represents a common time axis, and from the top, the pedal angle ⁇ ap, pedaling speed Vap, load P, and reaction force fr are shown.
• the pedal angle ⁇ ap when no reaction force is added is shown by a dashed dotted line.
• the pedal force characteristics are shown by a solid line, and the driver's pedal force load is shown by a dashed two-dot line.
• Figure 8 shows a case where the driver's pedaling speed Vap2 is relatively high within a range below the upper limit value Vmax, with Vap1 ⁇ Vap2 ⁇ Vmax.
• the pedal angle ⁇ ap reaches the pedal opening threshold Ath at an earlier timing than when the pedaling speed is relatively low. That is, in the examples of Figures 7 and 8, x21 ⁇ x11.
• the power supply to the motor 31 is controlled so that the reaction force increases at a reaction force increasing rate Vfr2 that is higher in accordance with the pedal depression speed Vap2 than when the pedal depression speed is relatively low, and a reaction force is applied to the pedal lever 20. That is, in the examples of Figures 7 and 8, Vfr2 > Vfr1.
• Vfr2 > Vfr1.
• the applied reaction force reaches the reaction force target value Fr * , application of the reaction force at the reaction force target value Fr * is continued.
• Figure 9 shows the load change amount of the pedal force fp and the additional reaction force fr, with the horizontal axis representing time and the vertical axis representing the load change amount, and the load change amount of the driver's pedal force fp is indicated by a dashed line.
• the load change amount of the additional reaction force fr is smaller than the load change amount of the pedal force fp, the additional reaction force may not keep up with the increase in the driver's pedal force, and the pedal lever 20 may be depressed further.
• the pedal opening threshold Ath is set according to fuel efficiency, if the pedal angle ⁇ ap cannot be maintained at the pedal opening threshold Ath and the pedal is depressed further, the fuel-efficient driving range cannot be fully utilized.
• a reaction force is added so that the load change amount of the additional reaction force fr is greater than the load change amount of the driver's pedal force fp, thereby preventing the driver from stepping on the pedal more when a reaction force is added.
• FIG 10 shows the case where the driver's pedaling speed Vap3 is greater than the upper limit Vmax.
• the pedaling speed Vap3 is greater than the upper limit Vmax (i.e., Vap3 > Vmax)
• Vap3 > Vmax it is determined that the driver intends to accelerate, and at time x31, even if the pedal angle ⁇ ap reaches the pedal opening threshold Ath, no reaction force is applied, and priority is given to the driver's pedal operation. This prevents the driver from being prevented from depressing the pedal lever 20, allowing the driver to achieve the acceleration they desire.
• Figures 11 and 12 are reference examples where the additional reaction force fr is greater than the hysteresis holding force fh. As shown in Figure 11, when the additional reaction force fr is greater than the holding force fh, the hysteresis loop shifts upward in relation to the driver's pedal force. Therefore, when the pedal angle ⁇ ap is greater than the pedal opening threshold Ath and a reaction force is being applied, the pedal lever 20 operates with a return characteristic.
• the additional reaction force fr is set smaller than the holding pedal force fh, and the driver's pedal force, indicated by the two-dot chain line, is controlled to be within the hysteresis region indicated by hatching, thereby preventing the pedal lever 20 from returning due to the addition of reaction force and preventing a deterioration in operability.
• the accelerator device 1 comprises the pedal lever 20, the motor 31, the power transmission mechanism 40, and the control unit 60.
• the pedal lever 20 is operable in response to depression.
• the motor 31 generates driving force when energized.
• the power transmission mechanism 40 transmits the driving force of the motor 31 to the pedal lever 20 and can apply a reaction force in the opposite direction to the depression direction of the pedal lever 20.
• the control unit 60 includes an angle calculation unit 61 that calculates a pedal angle ⁇ ap, which is the rotation angle of the pedal lever 20, and a reaction force control unit 65 that controls the motor 31 when the pedal angle ⁇ ap reaches a pedal opening threshold Ath so that the additional reaction force applied to the pedal lever 20 becomes the reaction force target value Fr * .
• the reaction force control unit 65 changes the reaction force increase rate Vfr until the reaction force reaches the reaction force target value Fr * in accordance with the depression speed Vap of the pedal lever 20. This makes it possible to apply an appropriate reaction force to the pedal lever 20 in accordance with the depression speed Vap of the pedal lever 20.
• the reaction force control unit 65 controls the motor 31 so that the reaction force increase rate Vrf is greater than the pedal force increase rate Vf, which is a value corresponding to the pedaling speed Vap. This makes it possible to suppress further depression of the pedal lever 20 when a reaction force is applied.
• the pedal lever 20 has a hysteresis characteristic in which the pedal force differs between the depressing operation and the returning operation.
• the reaction force target value Fr * is equal to or less than the holding pedal force fh, which is the difference between the pedal force during the depressing operation and the pedal force during the returning operation. This prevents the pedal lever 20 from being pushed back by the addition of a reaction force.
• the reaction force control unit 65 continues not to apply reaction force even if the pedal angle ⁇ ap reaches the pedal opening threshold Ath. If the pedaling speed Vap is greater than the upper limit Vmax, it is determined that the driver intends to accelerate, and by not applying reaction force, it is possible to allow the pedal lever 20 to be operated without interfering with the driver's intention to accelerate.
• the accelerator device 1 is mounted on a vehicle that can switch between EV driving, which uses the driving force of a traction motor, and engine driving, which uses the driving force of an internal combustion engine.
• the pedal opening threshold Ath is set according to the pedal opening at which the vehicle switches from EV driving to engine driving. This makes it possible to suppress engine start-up and prevent a deterioration in fuel economy.
• the pedal opening threshold Ath may be set according to the pedal opening at which the driving range switches from a relatively low fuel consumption rate to a relatively high fuel consumption rate. By configuring it in this way, for example, in an engine vehicle, it is possible to guide the vehicle into a fuel-efficient driving range.
• the pedal opening threshold Ath may be set according to the pedal opening corresponding to the legal speed limit for the vehicle in which it is installed. This makes it possible to suppress vehicle speed and encourage safe driving.
• the motor 31 corresponds to the "reaction force drive source”
• the angle calculation unit 61 corresponds to the “pedal opening calculation unit”
• the pedal angle ⁇ ap corresponds to the "pedal opening.”
• the reaction force increasing speed is variable depending on the pedal depression speed.
• the reaction force increasing speed may be calculated based on the detected value of the load sensor.
• the drive source is a brushed DC motor.
• a motor other than a brushed DC motor or something other than a motor may be used as the drive source.
• the configuration of the power transmission mechanism, the arrangement of parts, etc. may differ from those in the above embodiment.
• a pedal lever (20) that is operable in response to depression; a reaction force drive source (31) that generates a drive force when energized; a power transmission mechanism (40) capable of transmitting the driving force of the reaction force drive source to the pedal lever and adding a reaction force which is a force in a direction opposite to the depression direction of the pedal lever; a control unit (60) having a pedal opening calculation unit (61) that calculates a pedal opening, which is a rotation angle of the pedal lever, and a reaction force control unit (65) that controls the reaction force drive source so that an additional reaction force applied to the pedal lever becomes a reaction force target value when the pedal opening reaches a pedal opening threshold value; Equipped with The reaction force control unit is an accelerator device that changes the reaction force increasing speed until the reaction force reaches the target reaction force value in accordance with the depression speed of the pedal lever.
• control unit and method described in the present disclosure may be implemented by a special-purpose computer provided by configuring a processor and memory programmed to execute one or more functions embodied in a computer program.
• control unit and method described in the present disclosure may be implemented by a special-purpose computer provided by configuring a processor with one or more dedicated hardware logic circuits.
• control unit and method described in the present disclosure may be implemented by one or more special-purpose computers configured by combining a processor and memory programmed to execute one or more functions with a processor configured with one or more hardware logic circuits.
• the computer program may be stored on a computer-readable non-transitory tangible recording medium as instructions to be executed by a computer.
• the present disclosure is in no way limited to the above embodiments and can be implemented in various forms without departing from the spirit thereof.

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Citations (7)

• 2024
  • 2024-02-01 JP JP2024014244A patent/JP2025119373A/ja active Pending
• 2025
  • 2025-01-17 WO PCT/JP2025/001319 patent/WO2025164367A1/ja active Pending

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