Pedal device

Abstract

A pedal device is mounted on a vehicle (70) and includes a brake pedal (22), an accelerator pedal (21), a support body (23, 42), and an adjustment device (30). The brake pedal is operated by a passenger (72) to step in, and an operation amount (Qbr) of the step-in operation of the brake pedal is transmitted as an electric signal. The accelerator pedal is operated by the passenger to step in, and an operation amount (Qac) of the step-in operation of the accelerator pedal is transmitted as an electric signal. The brake pedal and the accelerator pedal are coupled to the support body, and the support body supports the brake pedal and the accelerator pedal so as to be able to swing in response to the step-in operation of the passenger. The adjustment device adjusts a position or an attitude of a pedal unit (20) including the brake pedal, the accelerator pedal, and the support body.

Description

[0001] Related applications

[0002] This application is made based on Japanese Patent Application No. 2020-148869, filed on September 4, 2020, the contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a pedal device mounted on a vehicle. Background Technology

[0004] Patent Document 1 describes a driving posture adjustment device. This driving posture adjustment device includes a pedal position adjustment mechanism that adjusts the operating angles of the accelerator pedal and brake pedal, which are operated by the occupant's feet.

[0005] In addition, the accelerator pedal and brake pedal are respectively connected to brackets fixed to the bottom of the instrument panel in a suspended manner.

[0006] Prior art literature

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent No. 4259301 Summary of the Invention

[0009] Currently, vehicles where the brake pedal is mechanically connected to the master cylinder are frequently seen. In such vehicles, when it is necessary to adjust the position of the accelerator pedal and brake pedal, as shown in Patent Document 1, this adjustment is significantly restricted by the components such as the master cylinder that are mechanically connected to the brake pedal. The inventors discovered the aforementioned problem as a result of detailed research.

[0010] This disclosure is made in view of the above points, and its purpose is to provide a pedal device that can easily expand the adjustment range of the position or orientation of the pedal unit, including the brake pedal and the accelerator pedal.

[0011] To achieve the above objectives, according to one aspect of this disclosure, the pedal device is mounted on a vehicle, wherein,

[0012] The pedal device includes:

[0013] Brake pedal, which is operated by the occupant, and the amount of operation is transmitted as an electrical signal.

[0014] Accelerator pedal, which is operated by the occupant, and the amount of operation of the operation is transmitted as an electrical signal.

[0015] A support body, connected to the brake pedal and the accelerator pedal respectively, supports the brake pedal and the accelerator pedal so as to be able to swing relative to the occupant's depressing operation; and

[0016] An adjustment device that adjusts the position or orientation of a pedal unit comprising a brake pedal, an accelerator pedal, and a support.

[0017] Therefore, compared to structures that mechanically transmit the amount of brake pedal operation to the master cylinder, there are fewer mechanical constraints on changes in the position or orientation of the pedal unit. Consequently, the range of adjustment for the position or orientation of the pedal unit can be easily expanded.

[0018] In addition, the parenthesized reference symbols attached to each constituent element indicate an example of the correspondence between that constituent element and the specific constituent elements described in the embodiments described later. Attached Figure Description

[0019] Figure 1 The figure is schematically shown in the first embodiment, taking the front part of the vehicle equipped with the pedal device as an example.

[0020] Figure 2 This is a top view schematically showing the pedal unit and adjustment device of the pedal device in the first embodiment, viewed along the direction from the top of the vehicle toward the bottom of the vehicle.

[0021] Figure 3 This is a perspective view showing a pedal unit selected in the first embodiment.

[0022] Figure 4 The diagram is a block diagram schematically showing the simplified structure of the accelerator drive-by-wire system and the brake drive-by-wire system mounted on the vehicle in the first embodiment, and is also a diagram schematically showing the simplified structure of the pedal unit.

[0023] Figure 5 This is a block diagram related to the control of the adjustment device in the first embodiment.

[0024] Figure 6 yes Figure 2 The view in the VI direction.

[0025] Figure 7 yes Figure 2 The view in direction VII.

[0026] Figure 8 It is shown Figure 2 A sectional view of section VIII-VIII.

[0027] Figure 9 Is with Figure 8The sectional view at the same section shows the pedal unit relative to... Figure 8 The diagram shows the position of the pedal unit being moved forward of the vehicle.

[0028] Figure 10 This is a flowchart illustrating the control processing performed by the control unit in the first embodiment.

[0029] Figure 11 This is a schematic top view of the pedal unit and adjustment device of the pedal device in the second embodiment, shown in a direction viewed from the top of the vehicle toward the bottom of the vehicle. Figure 2 A fairly accurate diagram.

[0030] Figure 12 It is shown Figure 11 A sectional view of section XII-XII.

[0031] Figure 13 This is a block diagram related to the control of the adjustment device in the second embodiment, which is equivalent to... Figure 5 The image.

[0032] Figure 14 This illustrates the third embodiment and... Figure 2 The cross-sectional view corresponding to section VIII-VIII is a diagram showing the pedal unit and its surroundings.

[0033] Figure 15 This is a block diagram related to the control of the adjustment device in the third embodiment. Figure 5 A fairly accurate diagram.

[0034] Figure 16 This is a block diagram related to the control of the adjustment device in the fourth embodiment. Figure 5 A fairly accurate diagram.

[0035] Figure 17 This is a flowchart illustrating the control processing performed by the control unit in the fourth embodiment.

[0036] Figure 18 In the context of Figure 1 The diagram illustrates the pedal unit retracting when the vehicle's autonomous driving begins. Detailed Implementation

[0037] Hereinafter, various embodiments will be described with reference to the accompanying drawings. Furthermore, in the following embodiments, the same symbols will be used to label the same or equivalent parts in the drawings.

[0038] (First Implementation)

[0039] like Figure 1As shown, the pedal device 10 of this embodiment is mounted on a vehicle 70. The vehicle 70 of this embodiment is an engine vehicle that only has an engine as a driving source for travel, but it may also be, for example, an electric vehicle or a hybrid vehicle.

[0040] exist Figure 1 In the diagram, a shorter occupant 72b, whose height is shorter than that of the taller occupant 72a (shown by the solid line), is shown by a dashed line, along with the steering wheel held by the shorter occupant 72b. Additionally, the dashed line Lbh indicates that the accelerator pedal 21 (shown by the solid line) has been moved towards the rear of the vehicle. For example, the taller occupant 72a (shown by the solid line) is approximately 170cm tall, and the shorter occupant 72b (shown by the dashed line) is approximately 150cm tall. In the following description, unless specifically distinguishing the heights of occupants 72a and 72b, they will be referred to simply as occupant 72.

[0041] in addition, Figure 1 and Figure 2 The double-headed arrows indicate the orientation of the vehicle 70 equipped with the pedal device 10. That is, in Figure 1 In the diagram, double-headed arrows indicate the forward and backward direction of vehicle 70 (D1) and the vertical direction of vehicle 70 (D2). Figure 2 In the diagram, double-headed arrows indicate the vehicle's forward / backward direction (D1) and its left / right direction (D3). These directions D1, D2, and D3 intersect each other; strictly speaking, they are perpendicular.

[0042] In addition, in the description of this embodiment, the front side in the vehicle's forward-rear direction D1 is also referred to as the vehicle's front side, the rear side in the vehicle's forward-rear direction D1 is also referred to as the vehicle's rear side, the upper side in the vehicle's vertical direction D2 is also referred to as the vehicle's upper side, and the lower side in the vehicle's vertical direction D2 is also referred to as the vehicle's lower side. Furthermore, the left side in the vehicle's left-right direction D3 is also referred to as the vehicle's left side, and the right side in the vehicle's left-right direction D3 is also referred to as the vehicle's right side. Additionally, the vehicle's left-right direction D3 can also be referred to as the vehicle's width direction D3.

[0043] like Figures 1-5 As shown, the pedal device 10 includes a pedal unit 20, an adjustment device 30, and a control unit 12 for controlling the adjustment device 30. In the vehicle 70, the pedal unit 20 and the adjustment device 30 are located at the feet of the passenger 72, who is the driver.

[0044] In addition, such as Figures 2-4 As shown, the pedal unit 20 includes an accelerator pedal 21, a brake pedal 22, a support body 23, an accelerator reaction force device 25, a brake reaction force device 26, an accelerator operation amount sensor 27, a brake operation amount sensor 28, and a footrest 29.

[0045] like Figure 1 , Figure 3 , Figure 4 As shown, the accelerator pedal 21 is a pedal for the occupant 72, acting as the driver, to depress. The greater the amount of depressing the accelerator pedal 21, i.e., the greater the accelerator pedal operation amount Qac, the greater the output of the drive source for driving the vehicle 70.

[0046] Specifically, such as Figure 3 and Figure 4 As shown, the accelerator pedal 21 is connected to the support body 23 at its lower end 211, which supports the accelerator pedal 21 so that it can swing relative to the stepping operation of the occupant 72.

[0047] In detail, the accelerator pedal 21 of this embodiment is capable of rotating relative to the support 23 such that its upper end 212 moves in the vehicle longitudinal direction D1 with its lower end 211 as the center of rotation. In summary, the accelerator pedal 21 is capable of... Figure 4 The organ-style pedals swing as indicated by arrow Am.

[0048] Furthermore, in this embodiment, the accelerator pedal operation amount Qac is represented by the rotation angle of the accelerator pedal 21. For example, the accelerator pedal operation amount Qac is represented by the rotation angle by which the accelerator pedal 21 rotates from the non-operational position (in other words, the non-operational position) when no accelerator pedal operation is performed. In short, the accelerator pedal operation amount Qac refers to the amount by which the accelerator pedal 21 is operated from the non-operational position.

[0049] Additionally, the accelerator pedal 21 has an accelerator pedal pad surface 21a for the occupant 72 to step on when the accelerator pedal 21 is pressed. The accelerator pedal pad surface 21a faces the rear of the vehicle and the upper side of the vehicle when the accelerator is not pressed.

[0050] In addition, such as Figure 4 As shown, the accelerator pedal 21 forms part of the accelerator drive-by-wire system 74. Therefore, an accelerator operation sensor 27 is connected to the accelerator pedal 21. The accelerator drive-by-wire system 74 is a system that drives the electronic throttle valve 742 based on the accelerator pedal operation quantity Qac obtained as an electrical signal.

[0051] In the accelerator drive-by-wire system 74, the accelerator operation amount sensor 27 detects the accelerator pedal operation amount Qac and outputs an electrical signal representing the accelerator pedal operation amount Qac to the throttle valve control device 741 included in the accelerator drive-by-wire system 74. That is, the accelerator pedal operation amount Qac is transmitted from the accelerator operation amount sensor 27 to the throttle valve control device 741 in the form of an electrical signal.

[0052] The throttle valve control device 741 is composed of a microcomputer including a CPU, ROM, RAM, etc. (not shown), and executes a computer program stored in a semiconductor memory such as ROM or RAM, which is a non-transitory tangible storage medium. That is, the throttle valve control device 741 performs various control processes according to this computer program. By executing this computer program, the method corresponding to the computer program can be executed. Such a control device configuration is also found in the brake control device 751, control unit 12, and automatic driving control device 82, which will be described later.

[0053] Furthermore, the throttle valve control device 741 increases or decreases the valve opening of the electronic throttle valve 742 according to the accelerator pedal operation amount Qac obtained from the accelerator operation amount sensor 27. For example, the throttle valve control device 741 increases the valve opening of the electronic throttle valve 742 more when the accelerator pedal operation amount Qac is greater, according to a preset relationship.

[0054] The electronic throttle valve 742 is an electrically operated valve device installed in the engine's intake system. Furthermore, the greater the opening degree of the electronic throttle valve 742, the greater the amount of air the engine draws in.

[0055] like Figures 2-4 As shown, the brake pedal 22 is a pedal for the occupant 72 to depress, and is arranged side-by-side with the accelerator pedal 21 on the left side of the vehicle. The greater the amount of braking operation Qbr performed on the brake pedal 22, the greater the brake hydraulic pressure supplied to the wheel cylinders 781-784 corresponding to each wheel of the vehicle 70. In other words, the greater the amount of braking operation Qbr, the greater the braking force applied to each wheel of the vehicle 70.

[0056] Specifically, such as Figure 3 and Figure 4 As shown, the brake pedal 22 is connected to the support body 23 at its lower end 221, which supports the brake pedal 22 so that it can swing relative to the occupant 72's stepping operation.

[0057] In detail, the brake pedal 22 of this embodiment is capable of rotating relative to the support 23 such that its upper end 222 moves in the vehicle longitudinal direction D1 with its lower end 221 as the center of rotation. In short, the brake pedal 22 is capable of... Figure 4 The organ-style pedals swing as indicated by the arrow Bm.

[0058] Furthermore, in this embodiment, the brake pedal operation amount Qbr is represented by the rotation angle of the brake pedal 22. For example, the brake pedal operation amount Qbr is represented by the rotation angle by which the brake pedal 22 rotates from the non-operational position (in other words, the non-operational position) when the brake pedal 22 is not depressed. In short, the brake pedal operation amount Qbr refers to the amount by which the brake pedal 22 is operated from the non-operational position.

[0059] Additionally, the brake pedal 22 has a brake pedal pad surface 22a for the occupant 72 to press when the brake pedal 22 is pressed. The brake pedal pad surface 22a faces the rear of the vehicle and the upper side of the vehicle when the brake is not pressed.

[0060] In addition, such as Figure 4 As shown, the brake pedal 22 forms part of the brake drive-by-wire system 75. Therefore, a brake operation amount sensor 28 is connected to the brake pedal 22. The brake drive-by-wire system 75 is a system that adjusts the brake hydraulic pressure applied to each wheel based on the brake pedal operation amount Qbr obtained as an electrical signal.

[0061] In the brake drive-by-wire system 75, the brake operation amount sensor 28 detects the brake pedal operation amount Qbr and outputs an electrical signal representing the brake pedal operation amount Qbr to the brake control device 751 included in the brake drive-by-wire system 75. That is, the brake pedal operation amount Qbr is transmitted from the brake operation amount sensor 28 to the brake control device 751 in the form of an electrical signal.

[0062] For example, the brake control device 751 controls the first actuator 76 and the second actuator 77 based on the brake pedal operation amount Qbr obtained as an electrical signal, thereby adjusting the brake hydraulic pressure supplied to each wheel cylinder 781 to 784.

[0063] Wheel cylinder 781 for the left front wheel is located on the left front wheel FL, and wheel cylinder 782 for the right front wheel is located on the right front wheel FR. Wheel cylinder 783 for the left rear wheel is located on the left rear wheel RL, and wheel cylinder 784 for the right rear wheel is located on the right rear wheel RR.

[0064] Furthermore, wheel cylinders 781 (left front wheel), 782 (right front wheel), 783 (left rear wheel), and 784 (right rear wheel) are connected to brake pads (not shown) of the vehicle 70. As the brake hydraulic pressure supplied to each wheel cylinder 781-784 increases, the brake pads are pressed more forcefully against the corresponding brake discs of each wheel (FL, FR, RL, RR), resulting in greater friction between the brake discs and brake pads. This generates a braking force that stops the rotation of each wheel (FL, FR, RL, RR).

[0065] The first actuator 76 generates brake hydraulic fluid. Furthermore, the first actuator 76 increases the brake hydraulic fluid supplied to the four wheel cylinders 781-784 by increasing this brake hydraulic fluid. Specifically, the first actuator 76 includes a reservoir 761, a hydraulic pump 762, a pump motor 763, and a pressure sensor 764.

[0066] The reservoir 761 stores brake fluid such as oil and supplies brake fluid to the hydraulic pump 762.

[0067] The hydraulic pump 762 is driven by an electric pump motor 763. As a result, the hydraulic pump 762 increases the pressure of the brake fluid from the reservoir 761. This increased brake fluid flows from the first actuator 76 to the second actuator 77.

[0068] Pressure sensor 764 outputs an electrical signal corresponding to the hydraulic pressure of the brake fluid flowing to the second actuator 77 to brake control device 751.

[0069] The second actuator 77 includes, for example, a differential pressure control valve (not shown), a boost control valve, a pressure reduction control valve, a pump, a motor, and a pressure sensor, and is used to generate brake fluid. Furthermore, the second actuator 77 directs the brake fluid flowing from the first actuator 76 to the left front wheel cylinder 781, the right front wheel cylinder 782, the left rear wheel cylinder 783, and the right rear wheel cylinder 784, respectively.

[0070] Furthermore, the brake hydraulic circuit, which includes the first and second actuators 76 and 77 and supplies brake hydraulic fluid to each wheel cylinder 781-784, does not include a master cylinder. Therefore, the brake pedal 22 is not mechanically connected to the master cylinder. That is, there is no master cylinder mechanically linked to the brake pedal 22. This master cylinder is a hydraulic cylinder that generates the main pressure, i.e., brake hydraulic fluid, to be supplied to each wheel cylinder 781-784 based on the brake pedal operation amount Qbr.

[0071] like Figure 2 and Figure 3 As shown, the footrest 29 is a structure for the seated occupant 72 to place their feet. The footrest 29 is arranged side by side with the brake pedal 22 on the left side of the vehicle. The footrest 29 is fixed to the support body 23 at its lower end 291.

[0072] Support body 23 is installed on the underside of the accelerator pedal 21, brake pedal 22 and footrest 29 respectively. Support body 23 functions as a base to support the accelerator pedal 21, brake pedal 22 and footrest 29.

[0073] like Figure 4 As shown, the accelerator reaction device 25 and the brake reaction device 26 are, for example, constructed from an elastic body such as a coil spring. The accelerator reaction device 25 and the brake reaction device 26 are respectively connected to, for example, a support body 23 and supported by the support body 23. The accelerator reaction device 25 generates a reaction force that counteracts the pedal force exerted by the occupant 72 when depressing the accelerator pedal 21. Similarly, the brake reaction device 26 generates a reaction force that counteracts the pedal force exerted by the occupant 72 when depressing the brake pedal 22. Furthermore, it should be clearly stated that the brake reaction device 26 is not a master cylinder.

[0074] like Figure 2 , Figure 3 , Figure 5 As shown, the adjustment device 30 is a device that adjusts the position or attitude of the pedal unit 20 according to command signals from the control unit 12, which is an electronic control device. In this embodiment, the adjustment device 30 can adjust the position or attitude of the pedal unit 20 as follows: Figure 3 The position adjustment of the pedal unit 20 is performed as shown by arrow M1, moving it in the vehicle's longitudinal direction D1. That is, the adjustment of the position or orientation of the pedal unit 20 performed by the adjustment device 30 includes adjusting the position of the pedal unit 20 in the vehicle's longitudinal direction D1. For example, the more the pedal unit 20 moves towards the rear of the vehicle, the closer it is to the seated occupant 72.

[0075] Furthermore, the adjustment device 30 can also be like Figure 3 As indicated by arrow MR, the pedal unit 20 is tilted by rotating around the unit rotation axis CL, which extends along the left-right direction D3 of the vehicle. That is, the adjustment of the position or orientation of the pedal unit 20 performed by the adjustment device 30 also includes adjusting the tilt angle of the pedal unit 20 when viewed along the left-right direction D3 of the vehicle. Specifically, this tilt angle adjustment is performed relative to a predetermined reference orientation of the pedal unit 20. This reference orientation of the pedal unit 20 is not particularly limited, as long as it is an orientation that the pedal unit 20 can adopt or is predetermined.

[0076] Furthermore, the relative positional relationship between the unit rotation axis CL and the pedal unit 20 is fixed. Therefore, if the pedal unit 20 moves in the vehicle's longitudinal direction D1, the unit rotation axis CL also moves in the same direction. Additionally, the tilt angle of the pedal unit 20 when viewed along the vehicle's left-right direction D3 refers to the angle described later. Figure 8 or Figure 9 The tilt angle of the pedal unit 20 shown.

[0077] like Figure 2 , Figure 6 , Figure 7 As shown, the adjustment device 30 includes a lower housing 32, a front and rear feed screw 33, a front and rear motor 34, a front and rear moving member 35, and a pair of guides 36 and 37. Additionally, the support body 23 forms part of the pedal unit 20, but is also included in the adjustment device 30. That is, the support body 23 is shared by both the pedal unit 20 and the adjustment device 30.

[0078] like Figure 2 , Figures 6-8 As shown, the lower housing 32 is located on the vehicle underside of the pedal unit 20. The lower housing 32 forms an internal space, namely the housing space 32a, on the vehicle underside relative to the support body 23. This housing space 32a extends in the vehicle longitudinal direction D1, and the front and rear feed screws 33 are arranged within the housing space 32a.

[0079] To enable, for example, the lower end 211 of the accelerator pedal 21 and the lower end 221 of the brake pedal 22 (see reference) Figure 3 The location of ) and the floor surface 701 of the carriage 70a (refer to) Figure 1 The adjustment device 30 is configured such that the lower housing 32 is positioned to access the vehicle from the lower side relative to the floor surface 701. Furthermore, the lower housing 32 is fixed to the body of the vehicle 70.

[0080] The front and rear feed screws 33 extend along the front-rear direction D1 of the vehicle and are supported by the lower housing 32 so that they can rotate.

[0081] The front and rear motors 34 are, for example, electric motors such as stepper motors or DC motors with encoders. The front and rear motors 34 are disposed at the front of the vehicle relative to the lower housing 32 and are connected to the front end 331 of the front and rear feed screws 33. The front and rear motors 34 rotate the front and rear feed screws 33 according to the command signal from the control unit 12, and stop rotating the front and rear feed screws 33 at a rotation angle corresponding to the command signal.

[0082] The forward and backward moving member 35 is disposed at the rear of the vehicle relative to the support body 23. The forward and backward moving member 35 is supported by the lower housing 32 and is capable of moving in the forward and backward direction D1 of the vehicle. That is, the forward and backward moving member 35 is configured to be guided by the lower housing 32 in the forward and backward direction D1 of the vehicle.

[0083] Additionally, the forward and backward moving member 35 includes a nut portion 351 that engages with the forward and backward feed screws 33, and a front end portion 352 located on the front side of the vehicle. The nut portion 351 is disposed within the housing space 32a.

[0084] A pair of guide sections 36 and 37 are respectively disposed on the upper side of the vehicle relative to the lower housing 32, and are fixed to the lower housing 32 at the lower end of the guide sections 36 and 37. The pair of guide sections 36 and 37 are symmetrical in the left-right direction D3 of the vehicle through the support body 23.

[0085] The right guide portion 36 of the pair of guide portions 36 and 37 is disposed on the right side of the vehicle relative to the support body 23, the front and rear feed screws 33 and the front and rear moving members 35. In addition, the left guide portion 37 of the pair of guide portions 36 and 37 is disposed on the left side of the vehicle relative to the support body 23, the front and rear feed screws 33 and the front and rear moving members 35.

[0086] A right guide hole 36a is formed in the right guide portion 36, which extends through the right guide portion 36 in the left-right direction D3 of the vehicle. Similarly, a left guide hole 37a is formed in the left guide portion 37, which extends through the left guide portion 37 in the left-right direction D3 of the vehicle.

[0087] The right guide hole 36a and the left guide hole 37a are formed by extending in the vehicle's longitudinal direction D1, and in fact, they extend at a slight inclination relative to the vehicle's longitudinal direction D1. More specifically, the right guide hole 36a and the left guide hole 37a extend at an inclination relative to the vehicle's longitudinal direction D1, with the latter being positioned higher and further forward of the vehicle. For example, the width of the right guide hole 36a is fixed along its entire length, and the width of the left guide hole 37a is also fixed along its entire length.

[0088] Additionally, the support body 23 has a base portion 231, a right-side guided shaft 232 connected to the right side of the vehicle via the base portion 231, and a left-side guided shaft 233 connected to the left side of the vehicle via the base portion 231. The base portion 231 is a flat plate with its thickness along the vertical direction D2 of the vehicle. The aforementioned accelerator pedal 21, brake pedal 22, accelerator reaction force device 25, brake reaction force device 26, and footrest 29 are connected to the base portion 231 in the support body 23.

[0089] The right-side guided shaft 232 and the left-side guided shaft 233 are each formed into a cylindrical shape with an axis extending along the left-right direction D3 of the vehicle as its center. The right-side guided shaft 232 is inserted into the right-side guide hole 36a and is constrained by the right-side guide portion 36 to be able to move along the length direction (in other words, the extension direction) of the right-side guide hole 36a. Therefore, the position of the right-side guided shaft 232 in the vertical direction D2 of the vehicle (i.e., the vertical position of the right-side guided shaft 232) is defined by the right-side guide hole 36a.

[0090] Furthermore, the left-side guided shaft 233 is inserted into the left-side guide hole 37a and is constrained by the left-side guide portion 37 to be able to move along the length direction (in other words, the extension direction) of the left-side guide hole 37a. Therefore, the position of the left-side guided shaft 233 in the vertical direction D2 of the vehicle (i.e., the vertical position of the left-side guided shaft 233) is defined by the left-side guide hole 37a.

[0091] Furthermore, the support body 23 has a rotation axis 234 centered on the unit rotation axis CL. The base portion 231 of the support body 23 is connected to the front connecting portion 352 of the forward and backward moving member 35 via this rotation axis 234. That is, the support body 23 is connected to the front connecting portion 352, which serves as the support body connecting portion, in a manner that allows it to rotate around the unit rotation axis CL.

[0092] The unit's rotation axis CL is located on the rear side of the vehicle, relative to the right guided shaft 232 and the left guided shaft 233 of the support body 23. Furthermore, the unit's rotation axis CL is located on the underside of the vehicle relative to the right guide hole 36a along its entire length, and also on the underside of the vehicle relative to the left guide hole 37a along its entire length.

[0093] In this adjusted device 30, when the front and rear feed screws 33 are rotated by the front and rear motors 34, the front and rear moving members 35 and the pedal unit 20 move according to the rotation direction of the front and rear feed screws 33. Figure 8 and Figure 9 Move towards the front or rear of the vehicle as shown by arrow M1. At this time, as... Figure 8 and Figure 9 As shown, the straight-line distance DL between the unit rotation axis CL and the right guided shaft 232, and the straight-line distance between the unit rotation axis CL and the left guided shaft 233, observed along the left-right direction D3 of the vehicle, do not change.

[0094] Furthermore, as described above, the right guide hole 36a and the left guide hole 37a are inclined relative to the vehicle's longitudinal direction D1, with the latter being positioned higher on the vehicle as they move towards the front. Therefore, the more the pedal unit 20 moves towards the front of the vehicle, the more the right guided shaft 232 and the left guided shaft 233 are displaced higher on the vehicle.

[0095] As a result, the pedal unit 20 is configured such that the more the pedal unit 20 moves forward of the vehicle, the more the front side of the support body 23 tilts relative to the rear side of the vehicle and towards the upper side of the vehicle. That is, the adjustment device 30 changes the posture of the pedal unit 20 by moving the pedal unit 20 further forward of the vehicle, so that the orientation of the brake pedal pad surface 22a when the brake is not depressed is closer to the orientation of the plane PL1 with the vehicle's longitudinal direction D1 as the normal direction. In other words, the adjustment device 30 changes the posture of the pedal unit 20 by increasing the angle Anb between the brake pedal pad surface 22a when the brake is not depressed and the horizontal plane Ph in the vehicle 70 as the pedal unit 20 moves further forward of the vehicle. Furthermore, the aforementioned plane PL1 is an imaginary plane.

[0096] At this time, the accelerator pedal pad surface 21a (refer to) Figure 3 The orientation of the accelerator pedal pad surface 21a changes in the same way as the orientation of the brake pedal pad surface 22a. Therefore, the adjustment device 30 also changes the posture of the pedal unit 20 in such a way that the more the pedal unit 20 is moved forward of the vehicle, the closer the orientation of the accelerator pedal pad surface 21a when the accelerator is not depressed is to the orientation of the aforementioned plane PL1. In other words, the adjustment device 30 increases the angle Ana (refer to...) between the accelerator pedal pad surface 21a and the horizontal plane Ph in the vehicle 70 when the accelerator is not depressed, as the more the pedal unit 20 is moved forward of the vehicle. Figure 6 The posture of the pedal unit 20 is changed in a certain way.

[0097] Furthermore, the front and rear motors 34 of the adjustment device 30 function as an actuator that moves the pedal unit 20 along the vehicle's longitudinal direction D1 while changing the tilt angle of the pedal unit 20 when viewed along the vehicle's left and right direction D3.

[0098] in addition, Figure 2 and Figures 6-8 This shows the position of the pedal unit 20 at its rearmost side within the movable area of ​​the pedal unit 20 in the vehicle's longitudinal direction D1. In other words, Figure 2 and Figures 6-8 This shows the state of the pedal unit 20 at the end of its travel on the rear side of the vehicle during movement of the pedal unit 20 in the vehicle's longitudinal direction D1. Additionally, Figure 9 The pedal unit 20 is shown relative to Figure 8The pedal unit 20 shown has been moved forward of the vehicle. Additionally, in... Figure 8 and Figure 9 In order to show the trajectory followed by the right guided shaft 232 of the support body 23 as it moves with the pedal unit 20, the right guided shaft 232 and the right guide hole 36a are shown with a double-dotted line.

[0099] Furthermore, as described above, in the adjustment device 30, if the position of the pedal unit 20 in the vehicle's longitudinal direction D1, i.e., the unit's longitudinal position, is determined, then the inclination of the pedal unit 20 when viewed along the vehicle's lateral direction D3 is also determined. That is, it can be said that the adjustment device 30 determines the inclination of the pedal unit 20 based on the unit's longitudinal position according to a pre-defined relationship between the unit's longitudinal position and the inclination of the pedal unit 20. Moreover, the right guide hole 36a and the left guide hole 37a of the adjustment device 30 pre-determine the relationship between the unit's longitudinal position and the inclination of the pedal unit 20.

[0100] like Figure 5 As shown, the control unit 12 of the pedal device 10 outputs electrical signals to the front and rear motors 34 of the adjustment device 30 to control the adjustment device 30, for example, to instruct the front and rear motors 34 to operate or stop operating. In addition, the control unit 12 is electrically connected to the operation panel 80 for the occupant 72 to operate and the sensing device 81.

[0101] The control panel 80 is an input device for the occupant 72 to perform input operations, and is installed, for example, in the vehicle compartment 70a. The control panel 80 includes a front button 801, a rear button 802, a first button 803, a second button 804, and a sensor button 805 for the occupant 72 to press.

[0102] For example, when the front button 801 is pressed by the occupant 72, the operation panel 80 continuously outputs an electrical signal indicating that the front button 801 has been pressed to the control unit 12 until the front button 801 is no longer pressed. Furthermore, when the front button 801 is no longer pressed, the operation panel 80 stops outputting the electrical signal indicating that the front button 801 has been pressed. During the period when the control unit 12 receives the electrical signal indicating that the front button 801 has been pressed, it activates the front and rear motors 34 to move the pedal unit 20 forward within its movable area.

[0103] Furthermore, when the rear button 802 is pressed by the occupant 72, the operation panel 80 continuously outputs an electrical signal indicating that the rear button 802 has been pressed to the control unit 12 until the rear button 802 is no longer pressed. And when the rear button 802 is no longer pressed, the operation panel 80 stops outputting the electrical signal indicating that the rear button 802 has been pressed. During the period when the control unit 12 receives the electrical signal indicating that the rear button 802 has been pressed, it activates the front and rear motors 34 to move the pedal unit 20 towards the rear of the vehicle within its movable area.

[0104] Furthermore, the control unit 12 handles situations where the first button 803, the second button 804, or the sensing button 805 is pressed, using... Figure 10 The following will be described.

[0105] The sensing device 81 comprises, for example, one or more devices such as a camera for capturing images of the seated occupant 72, a light sensor, and a pressure sensor installed in the seat capable of measuring the weight of the occupant 72. The sensing device 81 senses the occupant 72's physique and outputs an electrical signal representing the sensing information obtained through sensing to the control unit 12. This sensing information includes, for example, information that can estimate the occupant 72's height and weight.

[0106] Figure 10 This is a flowchart illustrating the control processing performed by the control unit 12 in this embodiment. Figure 10 The control process is executed repeatedly in a periodic manner.

[0107] like Figure 10 As shown, in step S101, the control unit 12 first determines whether the first button 803 of the operation panel 80 has been pressed by the occupant 72. For example, when the first button 803 is pressed by the occupant 72, the operation panel 80 outputs an electrical signal indicating that the first button 803 has been pressed to the control unit 12. Furthermore, upon receiving the electrical signal indicating that the first button 803 has been pressed, the control unit 12 determines that the first button 803 has been pressed by the occupant 72.

[0108] If it is determined in step S101 that the first button 803 has been pressed, proceed to step S102. On the other hand, if it is determined that the first button 803 has not been pressed, proceed to step S103.

[0109] In step S102, the control unit 12 activates the front and rear motors 34 of the adjustment device 30 to move the pedal unit 20 so that the front and rear position of the pedal unit 20 becomes a preset first target position.

[0110] Here, the control unit 12 pre-stores multiple target positions or attitudes of the pedal units 20 as target setting states. These multiple target setting states are associated with multiple switches, such as the first and second buttons 803 and 804 on the operation panel 80. The first target position mentioned above is one of the multiple target setting states and is stored in the control unit 12 in association with the first button 803. In addition, the second target position, which will be described later, is also one of the multiple target setting states and is stored in the control unit 12 in association with the second button 804.

[0111] Furthermore, in this embodiment, if the front and rear positions of the unit are determined, the tilt angle of the pedal unit 20, i.e., the posture of the pedal unit 20, is also determined. Therefore, the multiple target setting states are constituted by a first target position and a second target position, which are targets for the front and rear positions of the unit. Moreover, the target setting state is both a target for the position of the pedal unit 20 and a target for the posture of the pedal unit 20.

[0112] In step S103, the control unit 12 determines whether the second button 804 of the operation panel 80 has been pressed by the occupant 72. For example, when the second button 804 is pressed by the occupant 72, the operation panel 80 outputs an electrical signal indicating that the second button 804 has been pressed to the control unit 12. Furthermore, upon receiving the electrical signal indicating that the second button 804 has been pressed, the control unit 12 determines that the second button 804 has been pressed by the occupant 72.

[0113] If it is determined in step S103 that the second button 804 has been pressed, proceed to step S104. On the other hand, if it is determined that the second button 804 has not been pressed, proceed to step S105.

[0114] In step S104, the control unit 12 activates the front and rear motors 34 of the adjustment device 30 to move the pedal unit 20 so that the front and rear position of the pedal unit 20 becomes a pre-set second target position.

[0115] As can be seen from steps S101 to S104 above, the occupant 72 can select any target setting state from multiple target setting states that serve as the first target position and the second target position by pressing the first button 803 or the second button 804. Furthermore, when this selection is made, the control unit 12 causes the adjustment device 30 to adjust the position or orientation of the pedal unit 20, so that the position or orientation of the pedal unit 20 becomes the target setting state selected from the multiple target setting states.

[0116] exist Figure 10In step S105, the control unit 12 determines whether the sensing button 805 of the operation panel 80 has been pressed by the occupant 72. For example, when the sensing button 805 is pressed by the occupant 72, the operation panel 80 outputs an electrical signal indicating that the sensing button 805 has been pressed to the control unit 12. Furthermore, upon receiving the electrical signal indicating that the sensing button 805 has been pressed, the control unit 12 determines that the sensing button 805 has been pressed by the occupant 72.

[0117] If it is determined in step S105 that the sensing button 805 is pressed, proceed to step S106. Conversely, if it is determined that the sensing button 805 is not pressed, the process ends. Figure 10 The flowchart starts again from step S101.

[0118] In step S106, the control unit 12 causes the sensing device 81 to sense the physique of the occupant 72 and acquires the sensing information obtained by the sensing device 81. The next step after step S106 proceeds to step S107.

[0119] In step S107, the control unit 12 estimates the physique of the occupant 72, such as its height and weight, based on the sensing information obtained in step S106. This estimation of the occupant 72's physique is performed using, for example, a physique estimation correspondence table that pre-experimentally defines the relationship between the sensing information obtained from the sensing device 81 and the occupant 72's physique.

[0120] Furthermore, when estimating the physique of the occupant 72, the control unit 12 uses, for example, a front-to-back position correspondence table that predefines the relationship between the occupant 72's physique and the front-to-back position of the pedal unit 20, to determine the target position for sensing based on the occupant 72's physique. This target position for sensing is the target front-to-back position of the unit determined when the occupant 72's physique is sensed. For example, according to the front-to-back position correspondence table, the shorter the occupant 72, the lower the target position for sensing. Figure 1 As shown by arrow A1, the position is set at the rear of the vehicle. Figure 10 The next step after step S107 is to proceed to step S108.

[0121] In step S108, the control unit 12 activates the front and rear motors 34 of the adjustment device 30 to move the pedal unit 20 such that the front and rear position of the pedal unit 20 becomes the target position during sensing. In summary, the control unit 12 adjusts the position or orientation of the pedal unit 20 based on the sensing information.

[0122] When the processing of steps S102, S104, and S108 is completed, Figure 10 The flowchart ends here, and we start again from step S101.

[0123] In addition, the above Figure 10 The processes in each step constitute the functional units used to implement each function. This is also true in other flowcharts described later.

[0124] According to this embodiment, such as Figure 4 As shown, the pedal unit 20 is configured to include a brake pedal 22 that transmits the brake pedal operation amount Qbr as an electrical signal and an accelerator pedal 21 that transmits the accelerator pedal operation amount Qac as an electrical signal. Furthermore, as... Figure 2 , Figures 6-9 As shown, the pedal device 10 includes an adjustment device 30 for adjusting the position or orientation of the pedal unit 20.

[0125] Therefore, in the pedal device 10 of this embodiment, compared to a structure that mechanically transmits the brake pedal operation amount Qbr to the master cylinder, there are fewer mechanical constraints on changes in the position or orientation of the pedal unit 20. Thus, the adjustment range of the position or orientation of the pedal unit 20 can be easily expanded.

[0126] Furthermore, if the adjustment range of the position or posture of the pedal unit 20 can be sufficiently expanded, the position or posture of the pedal unit 20 can be set to the optimal position or posture that matches the physique of the driver, i.e., the passenger 72.

[0127] (1) In addition, according to this embodiment, the adjustment of the position or posture of the pedal unit 20 performed by the adjustment device 30 includes adjusting the position of the pedal unit 20 in the vehicle longitudinal direction D1. Therefore, compared with vehicles, for example, where it is not possible to adjust the position of the pedal unit 20 in the vehicle longitudinal direction D1, it has the advantage of making it easy to match the position of the accelerator pedal 21 and the brake pedal 22 in the vehicle longitudinal direction D1 with the physique of the occupant 72.

[0128] (2) In addition, according to this embodiment, the adjustment of the position or orientation of the pedal unit 20 performed by the adjustment device 30 includes adjusting the tilt of the pedal unit 20 when viewed in the direction along the left-right direction D3 of the vehicle. Therefore, compared with vehicles, for example, where the tilt of the pedal unit 20 cannot be adjusted, it has the advantage of making it easier to match the orientation of the accelerator pedal 21 and the brake pedal 22 with the body size of the occupant 72.

[0129] (3) Here, since the pedal unit 20 is located near the feet of the occupant 72, there are many vehicle body components and other parts arranged close to the pedal unit 20 around it. According to this embodiment, the adjustment device 30 determines the inclination of the pedal unit 20 based on its front-to-back position, according to a predetermined relationship between the front-to-back position of the pedal unit 20 and its inclination. Therefore, interference between the vehicle body components and the pedal unit 20 and the pedal unit 20 can be avoided in the spatial arrangement of the pedal unit 20, while simultaneously ensuring a large range of adjustment for the position or posture of the pedal unit 20.

[0130] (4) Furthermore, according to this embodiment, the more the adjusting device 30 moves the pedal unit 20 towards the front of the vehicle, the closer the orientation of the accelerator pedal pad surface 21a when the accelerator is not depressed is to the orientation of the plane PL1 with the vehicle's longitudinal direction D1 as the normal direction. Also, regarding the brake pedal 22, the more the adjusting device 30 moves the pedal unit 20 towards the front of the vehicle, the closer the orientation of the brake pedal pad surface 22a when the brake is not depressed is to the orientation of the aforementioned plane PL1. The adjusting device 30 thus changes the posture of the pedal unit 20.

[0131] Therefore, by specifying either the position or the orientation of the pedal unit 20, it is possible to achieve an optimal position and orientation of the pedal unit 20 that matches the physique of the occupant 72. This, in turn, facilitates the simplification of the mechanical structure of the adjustment device 30.

[0132] (5) Furthermore, according to this embodiment, the adjustment device 30 includes an actuator, namely a front and rear motor 34, which moves the pedal unit 20 in the vehicle longitudinal direction D1 while changing the tilt angle of the pedal unit 20. Therefore, compared to, for example, the case where a motor for adjusting the position of the pedal unit 20 and a motor for adjusting the tilt angle of the pedal unit 20 are respectively provided, the structure of the adjustment device 30 can be simplified. This helps to reduce the cost of the pedal device 10.

[0133] (6) Furthermore, according to this embodiment, in the adjustment device 30, the right guide hole 36a and the left guide hole 37a extend obliquely relative to the vehicle's longitudinal direction D1, respectively, with the latter being closer to the front of the vehicle and positioned higher on the vehicle. Additionally, the support body 23 has a right guided shaft 232 embedded in the right guide hole 36a and a left guided shaft 233 embedded in the left guide hole 37a. Furthermore, the support body 23 is connected to the front connecting portion 352 of the front-rear moving member 35 in a manner that allows it to rotate around the unit rotation axis CL. Moreover, the vertical position of the right guided shaft 232 is defined by the right guide hole 36a, and the vertical position of the left guided shaft 233 is defined by the left guide hole 37a.

[0134] Therefore, there is no need for a dedicated motor for adjusting the posture of the pedal unit 20. The position and posture of the pedal unit 20 can be adjusted by setting a front and rear motor 34 that moves the pedal unit 20 in the vehicle forward and backward direction D1.

[0135] (7) In addition, according to this embodiment, such as Figure 5 and Figure 10 As shown, the control unit 12 pre-stores multiple target positions or orientations of the pedal unit 20 as target setting states. Furthermore, the control unit 12 causes the adjustment device 30 to adjust the position or orientation of the pedal unit 20, so that the position or orientation of the pedal unit 20 becomes the target setting state selected from the multiple target setting states. Therefore, the position or orientation of the pedal unit 20 can be effectively adjusted.

[0136] (8) In addition, according to this embodiment, the control unit 12 causes the sensing device 81 to sense the physique of the occupant 72, and causes the adjustment device 30 to adjust the position or posture of the pedal unit 20 based on the sensing information obtained by the sensing. As a result, the adjustment of the position or posture of the pedal unit 20 can be automated.

[0137] (9) In addition, according to this embodiment, such as Figure 2 , Figure 3 , Figure 8 As shown, the accelerator pedal 21 and brake pedal 22 are organ-type pedals. Therefore, it is easy to adopt a mechanical structure in which most of the components constituting the adjustment device 30 are arranged on the lower side of the vehicle relative to the accelerator pedal 21 and brake pedal 22. Therefore, it is easy to compactly unitize the pedal unit 20 and the adjustment device 30.

[0138] (10) In addition, according to this embodiment, such as Figure 2 and Figure 3 As shown, the pedal unit 20 includes a footrest 29. Therefore, the comfort of the occupant 72 can be improved compared to the case without the footrest 29. Furthermore, the position and orientation of the footrest 29 can be adjusted simultaneously with the adjustment of the position and orientation of the accelerator pedal 21 and the brake pedal 22.

[0139] Furthermore, according to this embodiment, such as Figure 2 and Figure 8 As shown, the adjustment device 30 changes the tilt angle of the pedal unit 20 by rotating the support body 23 about the unit rotation axis CL, which extends along the left-right direction D3 of the vehicle. Furthermore, as the pedal unit 20 is moved by the adjustment device 30 in the front-rear direction D1 of the vehicle, the unit rotation axis CL moves linearly along the front-rear direction D1 of the vehicle together with the support body 23. Therefore, it is possible to prevent the support body 23 from falling off the floor surface 701 of the passenger compartment 70a (see reference 701). Figure 1As the pedal unit 20 moves away from the upper side of the vehicle, the tilt angle of the pedal unit 20 changes.

[0140] (Second Implementation)

[0141] Next, the second embodiment will be described. In this embodiment, the description will focus on the differences from the first embodiment described above. Furthermore, parts that are the same as or equivalent to those in the previous embodiment will be omitted or simplified in the description. This will also be the case in the description of the embodiments described later.

[0142] like Figure 11 and Figure 12 As shown, the adjustment device 30 of this embodiment, like the first embodiment, has the functions of moving the pedal unit 20 in the vehicle's longitudinal direction D1 and tilting the pedal unit 20. However, unlike the first embodiment, the adjustment device 30 of this embodiment also has the function of moving the pedal unit 20 in the vehicle's left-right direction D3. That is, the adjustment of the position or posture of the pedal unit 20 performed by the adjustment device 30 of this embodiment also includes adjusting the position of the pedal unit 20 in the vehicle's left-right direction D3.

[0143] Specifically, in this embodiment, in addition to the lower housing 32, the front and rear feed screws 33, the front and rear motors 34, the front and rear moving members 35, and a pair of guides 36 and 37, the adjustment device 30 also has a swing member 38, a left and right feed screw 39, and a left and right motor 40.

[0144] Furthermore, instead of the support 23 of the first embodiment, the pedal unit 20 of this embodiment has the support 42 of this embodiment. The support 42 of this embodiment differs from the support 23 of the first embodiment in that it does not have a right-side guided shaft 232, a left-side guided shaft 233, and a rotating shaft 234 (see reference). Figure 8 The support body 42 in this embodiment is identical to the support body 23 in the first embodiment, except for the structure described in this embodiment. Therefore, for example, the accelerator pedal 21 is connected to the support body 42 at its lower end 211, and the brake pedal 22 is connected to the support body 42 at its lower end 221. Furthermore, the footrest 29 is connected to the support body 42 at its lower end 291.

[0145] Furthermore, in this embodiment, the support body 42 is arranged in a manner that stacks on top of the vehicle relative to the swing member 38. The support body 42 is supported by the swing member 38 so that it can move in the left-right direction D3 of the vehicle. That is, the support body 42 is configured to be guided by the swing member 38 in the left-right direction D3 of the vehicle. Therefore, the pedal unit 20 rotates around the unit rotation axis CL (see reference CL). Figure 8 It swings as a whole with the swinging component 38 around the center.

[0146] Additionally, the support body 42 has a nut portion 421 located on the lower side of the vehicle that engages with the left and right feed screws 39. The nut portion 421 of the support body 42 is configured to enter into a through hole provided in the swing member 38.

[0147] On the other hand, in this embodiment, the swing member 38, like the support 23 of the first embodiment, has a right-side guided shaft 232, a left-side guided shaft 233, and a rotation shaft 234. Therefore, similar to the support 23 of the first embodiment, the swing member 38, for example, is capable of rotating about the unit rotation axis CL (see reference CL) relative to the front connecting portion 352 of the forward / backward moving member 35. Figure 8 The pedal unit 20 is connected by a rotational mechanism. Furthermore, the tilt angle of the support body 42 (in other words, the orientation of the support body 42) is not determined by a pair of guides 36, 37 (see reference). Figure 6 , Figure 7 It is not directly constrained, but indirectly constrained through the swing member 38.

[0148] The left and right feed screws 39 extend along the left and right direction D3 of the vehicle and are supported by the swing member 38 so that they can rotate.

[0149] The left and right motors 40 are the same electric motors as the front and rear motors 34. The left and right motors 40 are fixed to the swing member 38, and one end of the left and right feed screws 39 is connected to the left and right motors 40. The left and right motors 40 operate according to... Figure 13 The control unit 12 sends a command signal to rotate the left and right feed screws 39, and stops the rotation of the left and right feed screws 39 at a rotation angle corresponding to the command signal.

[0150] Furthermore, in the adjustment device 30 of this embodiment, when the left and right feed screws 39 are rotated by the left and right motors 40, the pedal unit 20 including the support body 42 moves relative to the swing member 38 to the right or left side of the vehicle as shown by arrow M2, depending on the rotation direction of the left and right feed screws 39.

[0151] For example, such as Figure 13 As shown, in addition to the front button 801, rear button 802, first button 803, second button 804, and sensing button 805, the operation panel 80 of this embodiment also includes a right button 806a and a left button 806b. The right button 806a and left button 806b are operation buttons pressed by the occupant 72 when adjusting the left or right position of the pedal unit 20. The control unit 12 activates the left and right motors 40 according to the operation performed by the occupant 72 on the right button 806a or the left button 806b.

[0152] For example, similar to the control described above that activates the front and rear motors 34 by occupant operation of the front button 801 or rear button 802, the control unit 12 activates the left and right motors 40 by occupant operation of the right button 806a or left button 806b. That is, while the right button 806a is pressed, the control unit 12 activates the left and right motors 40 to move the pedal unit 20 to the right side of the vehicle within its movable area. Similarly, while the left button 806b is pressed, the control unit 12 activates the left and right motors 40 to move the pedal unit 20 to the left side of the vehicle within its movable area.

[0153] With this structure, the adjustment device 30 of this embodiment has the function of moving the pedal unit 20 in the left-right direction D3 of the vehicle.

[0154] (1) As described above, according to this embodiment, the adjustment of the position or posture of the pedal unit 20 performed by the adjustment device 30 includes adjusting the position of the pedal unit 20 in the left-right direction D3 of the vehicle. Therefore, compared with vehicles, for example, where it is not possible to adjust the position of the pedal unit 20 in the left-right direction D3 of the vehicle, it has the advantage of making it easy to match the position of the accelerator pedal 21 and the brake pedal 22 in the left-right direction D3 of the vehicle with the body size of the occupant 72.

[0155] Apart from the above description, this embodiment is the same as the first embodiment. Furthermore, in this embodiment, the effects achieved by the structure common to the first embodiment can be obtained in the same way as in the first embodiment.

[0156] (Third Implementation)

[0157] Next, the third embodiment will be described. In this embodiment, the description will focus on the differences from the first embodiment described above.

[0158] like Figure 14 As shown, the adjustment device 30 of this embodiment, like that of the first embodiment, has the functions of moving the pedal unit 20 in the vehicle longitudinal direction D1 and tilting the pedal unit 20. However, unlike the first embodiment, the adjustment device 30 of this embodiment also has the function of moving the pedal unit 20 in the vehicle vertical direction D2. That is, the adjustment of the position or posture of the pedal unit 20 performed by the adjustment device 30 of this embodiment also includes adjusting the position of the pedal unit 20 in the vehicle vertical direction D2.

[0159] Specifically, in this embodiment, the adjustment device 30 includes a lower housing 32, a front and rear feed screw 33, a front and rear motor 34, a front and rear moving member 35, and a pair of guides 36 and 37, as well as a swing member 38, an up and down feed screw 43, and an up and down motor 44.

[0160] Furthermore, instead of the support 23 of the first embodiment, the pedal unit 20 of this embodiment has the support 42 of this embodiment. The support 42 of this embodiment differs from the support 23 of the first embodiment in that it does not have a right-side guided shaft 232, a left-side guided shaft 233, and a rotating shaft 234 (see reference). Figure 8 The support body 42 in this embodiment is identical to the support body 23 in the first embodiment, except for the structure described in the description of this embodiment. Therefore, for example, the accelerator pedal 21 is connected to the support body 42 at its lower end 211, and the brake pedal 22 is connected to the support body 42 at its lower end 221. Furthermore, the footrest 29 is connected to the support body 42 at its lower end 291.

[0161] The up-and-down feed screw 43 extends along the vehicle's vertical direction D2 and is supported by the swing member 38, allowing it to rotate. Since the swing member 38 in this embodiment swings around the unit's rotation axis CL, the up-and-down feed screw 43 also swings around the unit's rotation axis CL together with the swing member 38. For example, when the pedal unit 20 is located at the rearmost position in the movable area of ​​the pedal unit 20 in the vehicle's longitudinal direction D1, the up-and-down feed screw 43 is supported by the swing member 38 such that its extension direction is along the vehicle's vertical direction D2. Furthermore, in the adjustment device 30 of this embodiment, due to the swing of the swing member 38, the extension direction of the up-and-down feed screw 43 may sometimes be slightly tilted relative to the vehicle's vertical direction D2, but the fact that the up-and-down feed screw 43 extends along the vehicle's vertical direction D2 remains unchanged.

[0162] Furthermore, in this embodiment, the support body 42 is arranged in a manner that stacks on the upper side of the vehicle relative to the swing member 38. The support body 42 is supported by the swing member 38 and is able to move in the extending direction of the feed screw 43. That is, the support body 42 is configured to be guided by the swing member 38 in the extending direction of the feed screw 43. Therefore, the pedal unit 20 rotates around the unit rotation axis CL (see reference CL). Figure 8 It swings as a whole with the swinging component 38 around the center.

[0163] In addition, the support body 42 has a nut portion 422 that engages with the upper and lower feed screws 43.

[0164] In this embodiment, the swing member 38, like the support 23 of the first embodiment, has a right-side guided shaft 232, a left-side guided shaft 233, and a rotation shaft 234. Therefore, similar to the support 23 of the first embodiment, the swing member 38 is capable of rotating about the unit rotation axis CL (see reference CL) relative to the front connecting portion 352 of the forward / backward moving member 35. Figure 8 The pedal unit 20 is connected by a rotational mechanism. Furthermore, the tilt angle of the support body 42 (in other words, the orientation of the support body 42) is not determined by a pair of guides 36, 37 (see reference). Figure 6 , Figure 7 It is not directly constrained, but indirectly constrained through the swing member 38.

[0165] The up-and-down motor 44 is the same electric motor as the front-and-back motor 34. The up-and-down motor 44 is fixed to the swing member 38, and one end of the up-and-down feed screw 43 is connected to the up-and-down motor 44. The up-and-down motor 44 operates according to... Figure 15 The control unit 12 sends a command signal to rotate the up and down feed screw 43, and stops the rotation of the up and down feed screw 43 at a rotation angle corresponding to the command signal.

[0166] Furthermore, in the adjustment device 30 of this embodiment, when the up and down feed screw 43 is rotated by the up and down motor 44, the pedal unit 20 including the support body 42 moves relative to the swing member 38 toward the upper side or the lower side of the vehicle as shown by arrow M3, depending on the rotation direction of the up and down feed screw 43.

[0167] For example, such as Figure 15 As shown, in addition to the front button 801, rear button 802, first button 803, second button 804, and sensing button 805, the operation panel 80 of this embodiment also includes an upper button 807a and a lower button 807b. The upper button 807a and lower button 807b are operation buttons pressed by the occupant 72 when adjusting the vertical position of the pedal unit 20. The control unit 12 activates the up / down motor 44 according to the operation performed by the occupant 72 on the upper button 807a or the lower button 807b.

[0168] For example, similar to the control described above that activates the front and rear motors 34 by occupant operation of the front button 801 or rear button 802, the control unit 12 activates the up / down motor 44 by occupant operation of the upper button 807a or lower button 807b. That is, while the upper button 807a is pressed, the control unit 12 activates the up / down motor 44 to move the pedal unit 20 upwards within its movable area. Similarly, while the lower button 807b is pressed, the control unit 12 activates the up / down motor 44 to move the pedal unit 20 downwards within its movable area.

[0169] With this structure, the adjustment device 30 of this embodiment has the function of moving the pedal unit 20 in the vertical direction D2 of the vehicle.

[0170] (1) As described above, according to this embodiment, the adjustment of the position or posture of the pedal unit 20 performed by the adjustment device 30 includes adjusting the position of the pedal unit 20 in the vertical direction D2 of the vehicle. Therefore, compared with vehicles, for example, where it is not possible to adjust the position of the pedal unit 20 in the vertical direction D2 of the vehicle, it has the advantage of making it easy to match the position of the accelerator pedal 21 and the brake pedal 22 in the vertical direction D2 of the vehicle to the physique of the occupant 72.

[0171] Apart from the above description, this embodiment is the same as the first embodiment. Furthermore, in this embodiment, the effects achieved by the structure common to the first embodiment can be obtained in the same way as in the first embodiment.

[0172] Furthermore, this embodiment is a variation based on the first embodiment, but it may also be combined with the aforementioned second embodiment.

[0173] (Fourth Implementation)

[0174] Next, the fourth embodiment will be described. In this embodiment, the description will focus on the differences from the first embodiment described above.

[0175] like Figure 16 As shown, in this embodiment, vehicle 70 (refer to...) Figure 1 The vehicle 70 is equipped with an automatic driving control device 82 capable of performing automatic driving. That is, the vehicle 70 in this embodiment is a vehicle capable of driving in both automatic driving and normal driving modes.

[0176] Specifically, the autonomous driving control device 82 in this embodiment performs autonomous driving at level 3 or level 4. Level 3 autonomous driving is defined as "a state in which acceleration, steering, and braking are all performed by the system under specific conditions, and the driver responds when requested by the system." Level 4 autonomous driving is defined as "a state in which acceleration, steering, and braking are all performed by someone other than the driver under specific conditions, and the driver does not intervene at all."

[0177] For example, in autonomous driving, the autonomous driving control device 82 identifies the surrounding conditions of the vehicle 70 based on various sensors, cameras, etc., and instructs the throttle valve control device 741 (see reference). Figure 4 The vehicle speed is controlled by a brake control device 751. At the same time, the automatic driving control device 82 activates an actuator connected to the steering device of the vehicle 70 to control the steering of the vehicle 70.

[0178] On the other hand, the normal driving of the vehicle 70 mentioned above refers to the driving of the vehicle 70 that is not at Level 3 or 4 of automated driving. For example, it is the driving of the vehicle 70 in which one or all of the acceleration, steering and braking of the vehicle 70 needs to be performed by the occupant 72 as the driver.

[0179] For example, if occupant 72 operates a designated switch when autonomous driving is not in operation, the autonomous driving control device 82 will initiate autonomous driving if the predetermined preconditions for implementing autonomous driving are met. When the vehicle switches from normal driving to autonomous driving, i.e., when autonomous driving is initiated, the autonomous driving control device 82 will output an electrical signal indicating that autonomous driving has been initiated to the control unit 12. Furthermore, when the vehicle switches from autonomous driving back to normal driving, i.e., when autonomous driving is deactivated, the autonomous driving control device 82 will output an electrical signal indicating that autonomous driving has been deactivated to the control unit 12.

[0180] Figure 17 This is a flowchart illustrating the control processing performed by the control unit 12 in this embodiment. Figure 17 The control process is executed repeatedly and periodically. In addition, Figure 17 The control processing is the same as described above. Figure 10 The control processes are executed in parallel.

[0181] like Figure 17 As shown, the control unit 12 first determines in step S201 whether the autonomous driving of the vehicle 70 has started. For example, if the control unit 12 receives an electrical signal indicating that autonomous driving has started from the autonomous driving control device 82, it determines that the autonomous driving of the vehicle 70 has started.

[0182] The autonomous driving determined in step S201 is autonomous driving at level 3 or level 4. Therefore, the autonomous driving determined in step S201 is vehicle driving in which the acceleration, steering and braking of vehicle 70 are performed by the autonomous driving control device 82, and at least the implementation of autonomous driving does not require the supervision of the occupant 72.

[0183] If it is determined in step S201 that autonomous driving of vehicle 70 has started, proceed to step S202. Conversely, if it is determined that autonomous driving of vehicle 70 has not started, the process ends. Figure 17 The flowchart starts again from step S201.

[0184] In step S202, the control unit 12 actuates the front and rear motors 34 of the adjustment device 30 as follows: Figure 18As indicated by arrow M4, the pedal unit 20 is moved towards the front of the vehicle. That is, the control unit 12 uses the adjustment device 30 to move the pedal unit 20 so that its fore-and-aft position is a pre-set retraction position. This retraction position is set such that the pedal unit 20 can move away from the feet of the seated occupant 72 towards the front of the vehicle. For example, in this embodiment, the retraction position is set to the foremost position of the movable area of ​​the pedal unit 20 in the fore-and-aft direction D1 of the vehicle. Figure 18 The dashed line La represents the accelerator pedal 21 before the pedal unit 20 is moved to the retreat position.

[0185] When the processing of step S202 ends, Figure 17 The flowchart ends here, and we start again from step S201.

[0186] (1) As described above, according to this embodiment, when autonomous driving is initiated, the control unit 12 uses the adjustment device 30 to move the pedal unit 20 to the foremost position in the movable area of ​​the pedal unit 20 in the vehicle's longitudinal direction D1. That is, the pedal unit 20 moves away from the occupant 72's feet towards the front of the vehicle. Therefore, compared to the case where the pedal unit 20 does not move away from the occupant 72's feet even when autonomous driving is initiated, the occupant 72's feet are less likely to interfere with the pedal unit 20 during autonomous driving. Therefore, the comfort of the occupant 72 during autonomous driving can be improved.

[0187] Apart from the above description, this embodiment is the same as the first embodiment. Furthermore, in this embodiment, the effects achieved by the structure common to the first embodiment can be obtained in the same way as in the first embodiment.

[0188] Furthermore, this embodiment is a variation based on the first embodiment, but it may also be combined with the aforementioned second or third embodiment.

[0189] (Other implementation methods)

[0190] (1) In the above embodiments, such as Figure 4 As shown, the accelerator pedal operation amount Qac is represented by the rotation angle of the accelerator pedal 21, but it can also be represented by a physical quantity other than the rotation angle. The same applies to the pedal operation amount Qbr. This is because it is conceivable that there is also a structure in which the accelerator pedal 21 and the brake pedal 22 move parallel to each other in the vehicle's longitudinal direction D1 in response to the occupant 72's pressing operation.

[0191] (2) In the above embodiments, such as Figure 4As shown, the accelerator pedal 21 and brake pedal 22 are organ-style pedals, but this is just one example. For instance, the accelerator pedal 21 and brake pedal 22 could also be pedals suspended from a pedal rotation axis.

[0192] (3) In the above embodiments, such as Figure 4 As shown, the master cylinder is not included in the brake hydraulic circuit that supplies brake hydraulic pressure to each wheel cylinder 781-784, but this is just one example. For instance, it is also possible to... Figure 4 The hydraulic pump 762 and pump motor 763 are replaced with an electric master cylinder. In this case, the brake hydraulic circuit has an electric master cylinder, but the fact that the brake pedal 22 is not mechanically connected to the master cylinder remains unchanged.

[0193] (4) In the above embodiments, such as Figure 6 and Figure 7 As shown, the right guide hole 36a and the left guide hole 37a are respectively formed as through holes, but this is just one example. For example, as long as the right guided shaft 232 and the left guided shaft 233 can be embedded into the right guide hole 36a and the left guide hole 37a respectively, the right guide hole 36a and the left guide hole 37a can also be non-through and recessed blind holes.

[0194] (5) In the above embodiments, such as Figure 8 and Figure 9 As shown, the adjustment device 30 is configured to adjust the position and orientation of the pedal unit 20, but this is only one example. The adjustment device 30 may also be configured to adjust only one aspect of the position and orientation of the pedal unit 20 while maintaining the other aspect.

[0195] (6) In the above embodiments, such as Figure 8 and Figure 9 As shown, the adjustment device 30 is configured to adjust both the position and orientation of the pedal unit 20 by having a front and rear motor 34 that moves the pedal unit 20 in the vehicle's forward / backward direction D1. That is, the adjustment device 30 does not require a dedicated motor for adjusting the orientation of the pedal unit 20. However, this is just one example. For instance, a dedicated motor for adjusting the orientation of the pedal unit 20 could be provided in the adjustment device 30, and the adjustment device 30 could be configured to use the front and rear motors 34 only for adjusting the pedal unit 20 in the vehicle's forward / backward direction D1.

[0196] (7) In the fourth embodiment described above, in Figure 17The retraction position of the pedal unit 20 used in step S202 is set to the foremost position of the movable area of ​​the pedal unit 20 in the vehicle longitudinal direction D1, but this is just one example. For example, this retraction position can also be set to a position slightly offset towards the rear of the vehicle relative to the foremost position of the movable area of ​​the pedal unit 20 in the vehicle longitudinal direction D1, as long as it is a position that is fully away from the seated occupant 72's feet. That is, this retraction position can also be set to a predetermined position slightly forward of the movable area of ​​the pedal unit 20 in the vehicle longitudinal direction D1.

[0197] (8) In the above embodiments, such as Figure 4 , Figure 5 As shown, the control unit 12, throttle valve control device 741, brake control device 751, and automatic driving control device 82 are configured as independent control devices, but this is just one example. For example, the control unit 12, throttle valve control device 741, brake control device 751, and automatic driving control device 82 described above can also be configured as a single control device.

[0198] (9) Furthermore, this disclosure is not limited to the above-described embodiments and can be implemented in various modifications. In addition, the above-described embodiments are not unrelated to each other and can be appropriately combined except in cases where they are obviously incompatible.

[0199] Furthermore, in the above embodiments, the elements constituting the embodiment are not necessarily essential elements, except where they are specifically stated to be necessary or are obviously necessary in principle. Also, in the above embodiments, unless the number, value, quantity, or range of the constituent elements of the embodiment is mentioned, they are not limited to that specific number, except where they are specifically stated to be necessary or are obviously limited to that specific number in principle.

[0200] Furthermore, in the above embodiments, when referring to the material, shape, positional relationship, etc. of the constituent elements, the material, shape, positional relationship, etc. are not limited to the material, shape, positional relationship, etc., except as specifically stated or as limited to a specific material, shape, positional relationship in principle.

[0201] Furthermore, the control unit 12 and its method described in this disclosure can be implemented using a dedicated computer, which is provided by configuring a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control unit 12 and its method described in this disclosure can also be implemented using a dedicated computer configured with a processor using one or more dedicated hardware logic circuits. Alternatively, the control unit 12 and its method described in this disclosure can also be implemented using one or more dedicated computers configured by a combination of a processor and memory programmed to perform one or more functions and a processor configured with one or more hardware logic circuits. Additionally, the computer program can also be stored as instructions to be executed by a computer on a non-transitory tangible storage medium readable by a computer.

Claims

1. A pedal device mounted on a vehicle, characterized in that, have: The brake pedal is operated by the occupant, and the amount of operation is transmitted as an electrical signal. An accelerator pedal is provided for the occupant to press, and the amount of the pressing operation is transmitted as an electrical signal. A support body, which is connected to the brake pedal and the accelerator pedal respectively, supports the brake pedal and the accelerator pedal so that they can swing relative to the occupant's stepping operation. as well as An adjustment device that adjusts the position or orientation of a pedal unit comprising the brake pedal, the accelerator pedal, and the support body. The adjustment device includes: a feed screw extending along the longitudinal direction of the vehicle; and a motor that rotates the feed screw. The forward and backward moving member includes a support body connecting part and a nut part that engages with the feed screw, the forward and backward moving member being supported to be movable in the forward and backward direction of the vehicle; and a guide part having a guide hole that extends or is recessed along the left and right direction of the vehicle. The guide hole extends obliquely relative to the longitudinal direction of the vehicle, such that it is located on the upper side of the vehicle as it is closer to the front. The support body has a guided shaft embedded in the guide hole. The support body is connected relative to the support body connecting portion in a manner that allows it to rotate about a rotation axis, which is located rearward in the vehicle and extends along the left-right direction of the vehicle than the guided shaft. The position of the guided shaft in the vertical direction of the vehicle is defined by the guide hole.

2. The pedal device according to claim 1, characterized in that, The pedal device includes a control unit for controlling the adjustment device. The vehicle is equipped with an automatic driving control device capable of performing automatic driving. The autonomous driving system refers to the vehicle's acceleration, steering, and braking controlled by the autonomous driving control device, and at least during the implementation of the autonomous driving system, the supervision of the occupants is not required. When the automatic driving mode is started, the control unit uses the adjustment device to move the pedal unit to a predetermined position or the foremost position in the movable area of ​​the pedal unit in the longitudinal direction of the vehicle.

3. The pedal device according to claim 1, characterized in that, The pedal device includes a control unit for controlling the adjustment device. The control unit pre-stores multiple target positions or postures of the pedal unit as target setting states, and the control unit causes the adjustment device to adjust the position or posture of the pedal unit in such a way that the position or posture of the pedal unit is selected from the multiple target setting states.

4. The pedal device according to claim 1, characterized in that, The pedal device includes a control unit for controlling the adjustment device. The control unit enables the sensing device to sense the occupant's physique and, based on the information obtained through the sensing, causes the adjustment device to adjust the position or posture of the pedal unit.

5. The pedal device according to claim 1, characterized in that, The brake pedal and the accelerator pedal are organ-style pedals.

6. The pedal device according to claim 1, characterized in that, The pedal assembly includes a footrest, which is contained in the pedal unit, disposed on the left side of the vehicle relative to the brake pedal, and fixed to the support.

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