pedal device

Abstract

The pedal assembly is accordion-style. The housing (10) is mounted on the vehicle body. The pedal pad (40) is configured to rotate relative to the housing (10) around a predetermined axis of rotation (CL), with the portion stepped on by the driver positioned above the axis of rotation (CL) in the vertical direction when the vehicle is mounted. The pedal pad (40) rotates in the forward direction as the driver applies more pressure and in the reverse direction as the driver applies less pressure. The sensor unit (50) outputs an electrical signal corresponding to the rotation angle of the pedal pad (40). A fully closed stop (71) is located in the outer wall of the housing (10) near the driver's position relative to the axis of rotation (CL). When no driver pressure is applied to the pedal pad (40), the fully closed stop (71) contacts the portion of the pedal pad (40) below the axis of rotation (CL) in the vertical direction when the vehicle is mounted, restricting the reverse rotation of the pedal pad (40).

Description

[0001] Cross-referencing of related applications

[0002] This application is based on Japanese Patent Application No. 2021-29096, filed on February 25, 2021, the contents of which are incorporated herein by reference. Technical Field

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

[0004] Previously, an organ-style pedal device was known, in which the portion of the pedal pad that is stepped on by the driver is positioned above the center of rotation (hereinafter referred to as the "axis of rotation") in the vertical direction when the vehicle is in motion. Organ-style pedal devices have been used as accelerator pedal devices or brake pedal devices, etc.

[0005] Patent Document 1 describes a pedal device comprising a rod extending from the back of the pedal pad into the housing, and a stop member located on the inner side of the housing within the rod. Additionally, the pedal device includes a limiting member located on the inner wall of the housing at a position corresponding to the stop member. Furthermore, regarding this pedal device, when no pedal force is applied by the driver, the stop member contacts the limiting member, defining the initial angle (i.e., the fully closed angle) of the pedal pad.

[0006] Furthermore, the pedal device is configured such that a sensor unit located inside the housing outputs an electrical signal corresponding to the rotation angle of the pedal pad to the vehicle's electronic control unit (hereinafter referred to as ECU). ECU is an abbreviation for Electronic Control Unit.

[0007] Existing technical documents

[0008] Patent documents

[0009] Patent Document 1: Japanese Patent Application Publication No. 2017-49892 Summary of the Invention

[0010] However, regarding the pedal device described in Patent Document 1, it is argued that the structure used to determine the initial angle of the pedal pad is complex, with a large number of components, resulting in significant manufacturing errors and a large deviation in the initial angle of the pedal pad for each product. Here, the direction in which the pedal pad rotates due to the increase in the driver's pedal force is called the positive direction, and the direction in which the pedal pad rotates due to the decrease in the driver's pedal force is called the negative direction. If the actual initial angle of the pedal pad deviates in the positive direction relative to the designed initial angle of the pedal pad, a signal indicating that the pedal pad is rotating will be output from the sensor unit when the driver is not applying pedal force. Alternatively, if the actual initial angle of the pedal pad deviates in the negative direction relative to the designed initial angle of the pedal pad, a signal indicating that the pedal pad is rotating will be output from the sensor unit with a delay when the driver begins to apply pedal force. Therefore, this pedal device may have difficulty accurately performing vehicle control functions such as hydraulic control of the braking circuit or illumination of the brake lights.

[0011] The purpose of this disclosure is to suppress deviations in the initial angle (i.e., fully closed angle) of the pedal pad in an organ-type pedal device.

[0012] According to one aspect of this disclosure, an organ-type pedal system mounted in a vehicle includes a housing, a pedal pad, a sensor unit, and a fully enclosing stop. The housing is mounted to the vehicle body. The pedal pad is configured to rotate relative to the housing about a predetermined axis of rotation. The portion of the pedal being pressed by the driver is positioned above the vertical axis of rotation when the vehicle is in use, rotating in the forward direction as the driver applies more pressure and in the reverse direction as the driver applies less pressure. The sensor unit outputs an electrical signal corresponding to the rotation angle of the pedal pad. The fully enclosing stop is located in the outer wall of the housing at a position near the driver relative to the axis of rotation. When no pressure is applied to the pedal pad, the stop contacts the portion of the pedal pad located below the vertical axis of rotation when the vehicle is in use, thus restricting the reverse rotation of the pedal pad.

[0013] Therefore, the design features a simple configuration where the fully enclosed stop directly contacts the pedal pad, resulting in fewer parts and thus minimizing manufacturing errors. Assembly and adjustment of the parts are also easier. Consequently, this pedal device can suppress deviations in the initial angle of the pedal pad for each product, accurately defining the initial angle of the pedal pad. Therefore, this pedal device can prevent errors in the electrical signals output from the sensor unit when the driver does not apply pressure to the pedal pad or when pressure is first applied, achieving accurate vehicle control.

[0014] In addition, since the fully enclosed stop is located on the outer wall of the housing, it is easy to visually confirm whether these components are in contact with the pedal pad during manufacturing, inspection, and maintenance.

[0015] Furthermore, the parenthesized reference marks used to annotate each constituent element, etc., indicate an example of the correspondence between that constituent element, etc., and the specific constituent elements, etc., described in the embodiments described later. Attached Figure Description

[0016] Figure 1 This is a configuration diagram of the brake-by-wire system using the pedal device of the first embodiment.

[0017] Figure 2 This is a perspective view showing the pedal pad in the pedal device of the first embodiment at its initial angle.

[0018] Figure 3 This is a top view showing the pedal pad in the initial angle state of the pedal device in the first embodiment.

[0019] Figure 4 Is Figure 3 Left-side view of the pedal assembly viewed from direction IV.

[0020] Figure 5 Is Figure 3 The right-side view of the pedal assembly viewed from the V direction.

[0021] Figure 6 yes Figure 3 A cross-sectional view of the pedal assembly of the VI-VI line.

[0022] Figure 7 yes Figure 6 A cross-sectional view of the pedal device on line VII-VII.

[0023] Figure 8 This is a left-side view showing the pedal pad in the pedal device of the first embodiment at its maximum rotation angle.

[0024] Figure 9 This is a right-side view showing the pedal pad in the pedal device of the first embodiment at its maximum rotation angle.

[0025] Figure 10 yes Figure 4 An enlarged view of the X part.

[0026] Figure 11 yes Figure 4 An enlarged view of part XI.

[0027] Figure 12 This is an enlarged view of the fully open stop and its vicinity in the pedal device of the second embodiment.

[0028] Figure 13 This is an enlarged view of the fully closed stop and its vicinity in the pedal device of the second embodiment.

[0029] Figure 14 This is a left-side view of the pedal device according to the third embodiment. Detailed Implementation

[0030] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Furthermore, in the following embodiments, the same reference numerals are used to denote the same or equivalent parts, and their descriptions are omitted.

[0031] (First Implementation)

[0032] The pedal device of the first embodiment is shown in Figures 1 to 11 In this embodiment, the pedal device 1 is an accordion-type pedal device 1 mounted on a vehicle and operated by the driver's pedal force. An accordion-type pedal device 1 refers to a configuration in which the portion of the pedal pad 40 that is pressed by the driver is positioned above the center of rotation (hereinafter referred to as the "rotation axis CL") in the vertical direction when the vehicle is mounted. This accordion-type pedal device 1 is used as an accelerator pedal device or a brake pedal device, etc. In this embodiment, as an example of the pedal device 1, a brake pedal device will be described.

[0033] First, the brake-by-wire system 100 using the pedal device 1 of this embodiment will be described.

[0034] like Figure 1 As shown, the brake-by-wire system 100 is a system in which an electronic control unit 110 (hereinafter referred to as "ECU 110") mounted on the vehicle drives and controls the brake circuit 120 based on electrical signals output from the sensor unit 50 of the pedal device 1. Through the drive control of the ECU 110, the brake circuit 120 generates the hydraulic pressure required for braking the vehicle and drives the wheel cylinders 131 to 134.

[0035] exist Figure 1 In the illustrated brake-by-wire system 100, ECU 110 includes a first ECU 111 and a second ECU 112. Additionally, brake circuit 120 includes a first brake circuit 121 and a second brake circuit 122.

[0036] The electrical signal output from the sensor unit 50 of the pedal device 1 is transmitted to the first ECU 111 and the second ECU 112. The first ECU 111 includes a microcomputer (not shown) and drive circuits, etc. The first ECU 111 supplies power to the motor 123 and other components in the first brake circuit 121, and performs drive control on the first brake circuit 121. Similarly, the second ECU 112 also includes a microcomputer (not shown) and drive circuits, etc. The second ECU 112 performs drive control on the solenoid valves and motors (not shown) in the second brake circuit 122.

[0037] The first brake circuit 121 includes a reservoir 124, a motor 123, a gear mechanism 125, a master cylinder 126, etc. The reservoir 124 stores brake fluid. The motor 123 drives the gear mechanism 125. The gear mechanism 125 causes the master piston 127 of the master cylinder 126 to reciprocate axially in the master cylinder 126. Due to the movement of the master piston 127, the hydraulic pressure of the brake fluid supplied from the reservoir 124 to the master cylinder 126 increases, and this hydraulic pressure is supplied from the first brake circuit 121 to the second brake circuit 122.

[0038] The second braking circuit 122 is a circuit used for normal control, ABS control, and VSC control, which control the hydraulic pressure of each wheel cylinder 131-134 according to the control signal from the second ECU 112. ABS stands for Anti-lock Braking System, and VSC stands for Vehicle Stability Control. Furthermore, the wheel cylinders 131-134 located on each wheel drive the brake pads located on each wheel.

[0039] If the driver of the vehicle presses the pedal pad 40 of the pedal device 1, a signal corresponding to the rotation angle of the pedal pad 40 is output from the sensor unit 50 to the first ECU 111 and the second ECU 112. The first ECU 111 drives the motor 123 to decelerate the vehicle. As a result, if the speed of the motor 123 increases, the master cylinder 126 increases the pressure of the brake fluid supplied from the reservoir 124. The hydraulic pressure of this brake fluid is transmitted from the first brake circuit 121 to the second brake circuit 122.

[0040] The second ECU 112 performs normal control, ABS control, and VSC control, etc. For example, in normal control of braking corresponding to the driver's operation of the pedal pad 40, the second ECU 112 controls the actuation of the solenoid valves, etc., in the second brake circuit 122. Furthermore, the second ECU 112 causes the hydraulic pressure supplied from the first brake circuit 121 to be supplied to each wheel cylinder 131-134 via the second brake circuit 122. Therefore, the brake pads driven by each wheel cylinder 131-134 come into frictional contact with their corresponding brake discs, causing each wheel to brake and the vehicle to decelerate.

[0041] Additionally, for example, the second ECU 112 calculates the slip ratio of each wheel based on the speed of each wheel and the vehicle speed, and performs ABS control. Furthermore, for example, the second ECU 112 calculates the vehicle's sideslip state based on yaw rate, steering angle, acceleration, wheel speed, and vehicle speed, and performs VSC control. Additionally, the second ECU 112 can also perform collision avoidance control and regenerative coordination control based on signals from other ECUs (not shown).

[0042] Next, the pedal device 1 will be described.

[0043] like Figures 2-7 As shown, the pedal device 1 includes a housing 10, a pedal pad 40, a sensor unit 50, a fully open stop 70, and a fully closed stop 71.

[0044] The housing 10 has a housing body 11 and a housing cover 12. A first recess 13 for mounting a fully open stop 70 and a second recess 14 for mounting a fully closed stop 71 are provided on the outer wall of the housing body 11. The first recess 13 is located in the outer wall of the housing body 11 facing the pedal pad 40 at a position away from the driver (i.e., the front side of the vehicle) relative to the rotation axis CL of the pedal pad 40. Specifically, the first recess 13 is located in the outer wall of the housing body 11 facing the pedal pad 40 at a position as far away from the rotation axis CL of the pedal pad 40 as possible. On the other hand, the second recess 14 is located in the outer wall of the housing body 11 facing the pedal pad 40 at a position closer to the driver (i.e., the rear side of the vehicle) relative to the rotation axis CL of the pedal pad 40. Further explanations regarding the fully open stop 70 and the fully closed stop 71, respectively mounted in the first recess 13 and the second recess 14, will be provided later.

[0045] like Figures 4-6 As shown, the outer shell body 11 is mounted to a part of the vehicle body via the base plate 20. More specifically, the outer shell body 11 is mounted to the floor 2 or front bulkhead, etc., inside the vehicle's passenger compartment via the base plate 20. Furthermore, the front bulkhead is a partition separating the exterior (such as the engine compartment) from the interior of the vehicle's passenger compartment; it is sometimes referred to as a transverse partition.

[0046] The base plate 20 is located on the side of the outer casing 11 opposite to the pedal pad 40. The base plate 20 extends continuously from the front side of the outer casing 11 to the rear side. Furthermore, the base plate 20 is fixed to the vehicle floor 2 or front bulkhead by bolts 21 or the like. The base plate 20 is made of a material, for example, metal, which has a higher strength than the outer casing 11. Therefore, the base plate 20 functions to improve the rigidity of the outer casing 11 (e.g., the rigidity of the outer walls of the first recess 13 and the second recess 14, and the rigidity of the shaft support portion 15 and its surrounding area, described later).

[0047] like Figure 6 as well as Figure 7 As shown, a space is formed on the inner side of the outer casing 11 for mounting the sensor unit 50 and the reaction force generating mechanism 60, etc. Figure 2 , Figure 3 as well as Figure 7 As shown, the outer casing 12 is provided on the side of the outer casing body 11, blocking the side opening of the space formed inside the outer casing body 11.

[0048] like Figure 7 As shown, the outer casing 11 is provided with a shaft support portion 15 for rotatably supporting the shaft 30. The shaft 30 is rotatably supported on this shaft support portion 15. Specifically, a cylindrical bearing 16 for supporting the shaft 30 is installed on the shaft support portion 15, and the shaft 30 is supported on the bearing 16. Therefore, the shaft 30 can rotate about the center of the hole in the shaft support portion 15 (i.e., the center of the bearing 16) as the rotation axis CL. In addition, the shaft 30 is only supported on the shaft support portion 15 provided on the outer casing 11, and is not supported on the outer casing cover 12.

[0049] like Figure 2 as well as Figure 7 As shown, the shaft 30 is formed, for example, by bending a cylindrical metal multiple times, and has a shaft portion 31, a fixing portion 32, and a connecting portion 33. The shaft portion 31 is a portion of the shaft support portion 15 that extends parallel to the center line (i.e., the rotation axis CL of the shaft 30) and is disposed on the shaft support portion 15. The fixing portion 32 is fixed to the pedal pad 40 in a non-rotatable manner. In this embodiment, the fixing portion 32 is fixed to a fixing member 34 provided in the pedal pad 40 on the side opposite to the side receiving the pedal force from the driver (hereinafter referred to as "the back surface 42 of the pedal pad 40"). The connecting portion 33 is the portion that connects the shaft portion 31 and the fixing portion 32. The shaft 30 has a shaft portion 31, a fixing portion 32, and a connecting portion 33, thereby positioning the rotation axis CL of the shaft 30 separately from the pedal pad 40, and making it easy to install the sensor unit 50 in the space around the rotation axis CL.

[0050] like Figures 2-6 As shown, the pedal mat 40 is formed into a plate shape, for example, from metal or resin, and is arranged at an angle relative to the floor 2. Specifically, the pedal mat 40 is arranged at an angle with its upper end facing forward of the vehicle and its lower end facing backward of the vehicle. Furthermore, a thick-walled portion 41 is provided on the upper part of the pedal mat 40, which is the part stepped on by the driver. The thick-walled portion 41 is positioned above the rotation axis CL in the vertical direction when the vehicle is mounted. In addition, the pedal mat 40 is not limited to the arrangement shown in the figure; for example, it may also be arranged approximately perpendicular to the floor 2.

[0051] As described above, the back surface 42 of the pedal pad 40 is fixed to the fixing part 32 of the shaft 30 by a fixing member 34. Therefore, the pedal pad 40 rotates about the same rotation axis CL as the shaft 30. That is, the rotation axis CL of the pedal pad 40 is the same as the rotation axis CL of the shaft 30. The pedal pad 40 rotates about the rotation axis CL in a predetermined angle range in the positive and negative directions according to the increase and decrease of the driver's pedal force. In the following description, the direction of rotation of the pedal pad 40 due to the increase of the driver's pedal force applied to the pedal pad 40 is called the positive direction, and the direction of rotation of the pedal pad 40 due to the decrease of the driver's pedal force applied to the pedal pad 40 is called the negative direction.

[0052] Figures 2-6 The diagram shows the state where no driver's pedal force is applied to the pedal pad 40. The angle of the pedal pad 40 in this state is referred to as the initial angle or the fully closed angle. The initial angle and fully closed angle of the pedal pad 40 are sometimes also referred to as the zero point. When the pedal pad 40 is in the initial angle state, the pedal pad 40 and the rotation axis CL of the shaft 30 are located at a position relative to the rotation axis CL within the pedal pad 40, and further away from the driver than the lower portion (i.e., the floor 2 side). In other words, when the pedal pad 40 is in the initial angle state, the pedal pad 40 and the rotation axis CL of the shaft 30 are located at a position relative to the rotation axis CL within the pedal pad 40, and further away from the driver than the lower portion. Therefore, the sensor unit 50 can be mounted on and around the pedal pad 40 and the rotation axis CL of the shaft 30.

[0053] on the other hand, Figure 8 as well as Figure 9 The diagram shows the state where a driver applies pressure to the pedal pad 40 and the pedal pad 40 is rotated to its maximum extent in the positive direction. The angle at which the pedal pad 40 rotates to its maximum extent due to the increase in the driver's pressure on the pedal pad 40 is called the maximum rotation angle or the full-open angle.

[0054] The portion of the pedal pad 40 closer to the front of the vehicle than the rotation axis CL rotates and moves towards the floor 2 or the front panel side as the driver increases the pedal force. Additionally, as... Figure 4 as well as Figure 5 As shown, the part of the pedal pad 40 closer to the front of the vehicle than the rotation axis CL rotates upward or to the driver's side as the driver's pedal force decreases.

[0055] like Figure 6 As shown, a reaction force generating mechanism 60 is provided inside the housing 10 to generate a reaction force relative to the pedal force applied by the driver to the pedal pad 40. The pedal device 1 has a reaction force generating mechanism 60, so that even if the mechanical connection between the pedal pad 40 and the master cylinder 126 is cancelled, the same reaction force as when it is connected to the master cylinder 126 (i.e., when the reaction force is obtained by hydraulic pressure) can be obtained.

[0056] In this embodiment, the reaction force generating mechanism 60 includes, for example, a leaf spring 61 and one or more coil springs (not shown) disposed inside the retaining member 62. By using one or more elastic components to construct the reaction force generating mechanism 60, a predetermined pedal force characteristic corresponding to the rotation angle of the pedal pad 40 can be formed.

[0057] The leaf spring 61, when unloaded, bends into a curved surface convex toward the floor 2. One end 63 of the leaf spring 61 is positioned between the shaft 30 and the rotation axis CL of the pedal pad 40 and the base plate 20, and is fixed to the housing 10 or the base plate 20. On the other hand, a retainer 62 is fixed to the other end 64 of the leaf spring 61. The leaf spring 61 is configured to flex along a virtual plane perpendicular to the rotation axis CL of the pedal pad 40. Therefore, if the leaf spring 61 is loaded from the retainer 62 side, it flexes toward the base plate 20 at the portion on the other end 64 where the retainer 62 is fixed.

[0058] The retainer 62 is formed as a bottomed cylindrical shape. Although not shown in the figure, one or more helical springs, etc., are provided on the inner side of the retainer 62. A cover member 65 is provided at the end of the retainer 62 on the side of the pedal pad 40. The cover member 65 is configured to reciprocate inside the retainer 62 with the extension and retraction of the helical springs provided inside the retainer 62. The cover member 65 is connected to the pedal pad 40 by a connecting rod 66. One end of the connecting rod 66 is rotatably connected to the pedal pad 40, and the other end of the connecting rod 66 is also rotatably connected to the cover member 65. With this configuration, if the driver applies a pedal force to the pedal pad 40, the pedal pad 40 rotates towards the housing 10, and a load is applied from the pedal pad 40 to the components of the reaction force generating mechanism 60 via the connecting rod 66. Therefore, the leaf spring 61 and the helical spring constituting the reaction force generating mechanism 60 generate a reaction force relative to the pedal force applied by the driver to the pedal pad 40. Furthermore, the configuration of the reaction force generating mechanism 60 and the connecting rod 66 is not limited to the configuration illustrated above, and various configurations may be adopted.

[0059] The pedal device 1 of this embodiment is configured such that the pedal pad 40 and the shaft 30 rotate around the same rotation axis CL. Therefore, the amount of pedal operation performed by the driver to control the vehicle (i.e., the rotation angle of the pedal pad 40) is the same as the rotation angle of the shaft 30. The rotation angle of the pedal pad 40 and the shaft 30 is directly detected by a sensor unit 50 provided on or around the rotation axis CL of the shaft 30. In the following description, the rotation angle of the pedal pad 40 and the shaft 30 will be referred to as the "pedal rotation angle".

[0060] like Figure 7As shown, the sensor unit 50 has a rotating portion 51 disposed on the shaft 30 and a signal output portion 55 disposed on the housing 10 and outputting a signal corresponding to the phase of the rotating portion 51. The rotating portion 51 is configured, for example, to include a magnetic circuit 52 formed into a cylindrical shape by a magnet and a yoke, and a holding portion 54 for holding the magnetic circuit 52. The rotating portion 51 is fixed to the end of the shaft 30 by bolts 53 or the like and rotates together with the shaft 30. In this embodiment, the rotation center of the rotating portion 51 is the same as the rotation axis CL of the shaft 30. The magnetic circuit 52 constituting the rotating portion 51 forms a magnetic field in which magnetic flux flows through in a manner that intersects with the rotation axis CL of the shaft 30.

[0061] On the other hand, the signal output unit 55 is configured to include one or more Hall ICs 56 and a sensor holding unit 57 that molds the Hall IC 56. The Hall IC 56 has a Hall element and an integrated circuit that amplifies the signal output by the Hall element. The Hall IC 56 outputs an electrical signal corresponding to the magnetic flux density through the magnetic sensing surface of the Hall element. If the rotating part 51 rotates together with the shaft 30 about the rotation axis CL, the magnetic flux density through the magnetic sensing surface of the Hall element in the Hall IC 56 changes. Therefore, the signal output unit 55 outputs an electrical signal corresponding to the rotation angle (i.e., pedal rotation angle) of the pedal pad 40 and the shaft 30.

[0062] An opening 17 for mounting a signal output section 55 is provided in the housing 10 at a position corresponding to one end of the shaft 30. On the other hand, a protrusion 58 is provided in the sensor holding section 57 of the signal output section 55, which fits into the inner wall surface of the opening 17 in the housing 10. By fitting the outer wall surface of the protrusion 58 in the sensor holding section 57 of the signal output section 55 into the inner wall surface of the opening 17 in the housing 10, the sensor center of the signal output section 55 is assembled coaxially with the rotation axis CL of the shaft 30.

[0063] The sensor unit 50 outputs an electrical signal corresponding to the pedal rotation angle to the vehicle's ECU regardless of the pedal pad 40's position. Specifically, when the pedal pad 40 is at its initial angle, the sensor unit 50 outputs an electrical signal representing that angle to the vehicle's ECU. Furthermore, when the pedal pad 40 is at its maximum rotation angle, the sensor unit 50 outputs an electrical signal representing that angle to the vehicle's ECU.

[0064] like Figures 2-6 , Figure 8 as well as Figure 9 As shown, the initial angle and maximum rotation angle of the pedal pad 40 are defined by the fully closed stop 71 and the fully open stop 70, respectively.

[0065] The fully enclosing stop 71 is installed in a second recess 14 located on the outer wall of the housing body 11 at a position near the driver (i.e., the rear side of the vehicle) relative to the rotation axis CL of the pedal pad 40. That is, the fully enclosing stop 71 is located on the outer wall of the housing 10 at a position near the driver (i.e., the rear side of the vehicle) relative to the rotation axis CL of the pedal pad 40. Figures 2-6 As shown, the fully enclosing stop 71 contacts the lower portion of the back surface 42 of the pedal pad 40 in the vertical direction relative to the rotation axis CL when the pedal pad 40 is not subjected to driver pressure, thereby restricting the counter-rotation of the pedal pad 40. Thus, the fully enclosing stop 71 defines the initial angle of the pedal pad 40.

[0066] On the other hand, the fully open stop member 70 is installed in a first recess 13 located on the outer wall of the housing body 11 at a position away from the driver (i.e., the front side of the vehicle) relative to the rotation axis CL of the pedal pad 40. That is, the fully open stop member 70 is located on the outer wall of the housing 10 at a position away from the driver (i.e., the front side of the vehicle) relative to the rotation axis CL of the pedal pad 40. Figure 8 as well as Figure 9 As shown, the fully open stop 70 contacts the upper portion of the back surface 42 of the pedal pad 40 relative to the rotation axis CL in the vertical direction when the driver increases the pressure applied to the pedal pad 40, thereby restricting the positive rotation of the pedal pad 40. Thus, the fully open stop 70 defines the maximum rotation angle of the pedal pad 40.

[0067] In this embodiment, the fully closed stop 71 and the fully open stop 70 have the same shape, size, and material. Regarding the shape of the fully closed stop 71 and the fully open stop 70, the surface in contact with the pedal pad 40 is formed as a curved surface protruding towards the pedal pad 40. Specifically, the fully closed stop 71 and the fully open stop 70 of this embodiment are formed in a cylindrical or cylindrical shape. Regarding the material of the fully open stop 70 and the fully closed stop 71, at least the part in contact with the pedal pad 40 is non-metallic (specifically, resin or rubber). Furthermore, the fully closed stop 71 and the fully open stop 70 of this embodiment are entirely non-metallic (specifically, resin or rubber).

[0068] like Figure 3 As shown, the length L1 of the fully open stop 70 and the length L2 of the fully closed stop 71 are the same as the width W1 of the outer shell body 11. In addition, the length L1 of the fully open stop 70, the length L2 of the fully closed stop 71, and the width W1 of the outer shell body 11 all refer to the distance in a direction parallel to the rotation axis CL of the pedal pad 40.

[0069] like Figure 5As shown, the distance D1 between the center of the fully open stop 70 and the rotation axis CL is greater than the distance D2 between the center of the fully closed stop 71 and the rotation axis CL. Specifically, the fully open stop 70 is located on the wall of the housing body 11 facing the pedal pad 40 at a position as far away from the rotation axis CL of the pedal pad 40 as possible. In contrast, the fully closed stop 71 is located in the housing body 11 at a position that can contact the back surface 42 of the pedal pad 40 in the vertical direction relative to the rotation axis CL when mounted in the vehicle.

[0070] like Figure 10 As shown, the fully open stop member 70 is cylindrical or cylindrical, and therefore its cross-section perpendicular to the rotation axis CL of the pedal pad 40 is circular. The inner wall of the first recess 13 provided in the housing body 11 is formed to be approximately the same shape and size as a portion of the outer shape of the fully open stop member 70 that it contacts. Therefore, the first recess 13 covers and holds a portion of the outer shape of the fully open stop member 70. Moreover, the fully open stop member 70 is installed in the first recess 13 with more than half of its circular cross-sectional area embedded inside the first recess 13. In other words, the center C1 of the circular cross-sectional shape of the fully open stop member 70 is located inside the first recess 13, closer to the opening surface S1 on the pedal pad 40 side of the first recess 13. As a result, the fully open stop member 70 can be easily assembled into the first recess 13, and the fully open stop member 70 can be prevented from falling out of the first recess 13.

[0071] like Figure 11 As shown, the fully enclosed stop 71 is also cylindrical or cylindrical, and therefore its cross-section perpendicular to the rotation axis CL of the pedal pad 40 is circular. The inner wall of the second recess 14 provided in the housing body 11 is formed to be approximately the same shape and size as a portion of the outer shape of the fully enclosed stop 71 that it contacts. Therefore, the second recess 14 covers and holds a portion of the outer shape of the fully enclosed stop 71. Moreover, the fully enclosed stop 71 is installed in the second recess 14 with more than half of its circular cross-sectional area embedded inside the second recess 14. In other words, the center C2 of the circular cross-sectional shape of the fully enclosed stop 71 is located inside the second recess 14, closer to the opening surface S2 on the pedal pad 40 side of the second recess 14. As a result, the fully enclosed stop 71 can be easily assembled into the second recess 14, and the fully enclosed stop 71 can be prevented from falling out of the second recess 14.

[0072] In the configuration of the pedal device 1 of the first embodiment described above, when the driver's pedal force is not applied to the pedal pad 40, the back surface 42 of the pedal pad 40 abuts against the fully closed stop member 71, and the reverse rotation of the pedal pad 40 is restricted. Thus, the initial angle of the pedal pad 40 is defined. When the pedal pad 40 is at its initial angle, the sensor unit 50 outputs an electrical signal representing that angle to the vehicle's ECU 110.

[0073] If the driver applies pressure to the pedal pad 40, the pedal pad 40 rotates around the rotation axis CL. The sensor unit 50 outputs an electrical signal corresponding to the rotation angle of the pedal pad 40 to the vehicle's ECU 110. The ECU 110 controls the brake circuit 120 to generate the hydraulic pressure required for braking the vehicle, which drives the brake pads to decelerate or stop the vehicle.

[0074] If the driver applies more pressure to the pedal pad 40, the back surface 42 of the pedal pad 40 comes into contact with the fully open stop 70, thus limiting the positive rotation of the pedal pad 40. Therefore, the maximum rotation angle of the pedal pad 40 is defined. When the pedal pad 40 is at its maximum rotation angle, the sensor unit 50 outputs an electrical signal indicating that angle to the vehicle's ECU 110. At this time, the ECU 110 also controls the brake circuit 120 to generate the hydraulic pressure required for braking the vehicle, and uses this hydraulic pressure to drive the brake pads, thereby slowing down or stopping the vehicle.

[0075] The pedal device 1 of the first embodiment described above has the following effects.

[0076] (1) The fully enclosed stop 71 of the pedal device 1 of this embodiment is provided in the outer wall of the housing 10 at a position close to the driver relative to the rotation axis CL. Moreover, when the driver’s pedal force is not applied to the pedal pad 40, the fully enclosed stop 71 contacts the lower part of the back surface 42 of the pedal pad 40 in the vertical direction relative to the rotation axis CL when the vehicle is mounted, thereby restricting the reverse rotation of the pedal pad 40.

[0077] Accordingly, the initial angle of the pedal pad 40 is defined using the fully closed stop 71. In this embodiment, the simple configuration of direct contact between the fully closed stop 71 and the pedal pad 40 results in fewer parts, thus minimizing manufacturing errors and facilitating assembly and adjustment. Therefore, this pedal device 1 can suppress deviations in the initial angle of the pedal pad 40 for each product, accurately defining the initial angle of the pedal pad 40. Consequently, this pedal device 1 can prevent errors in the electrical signals output from the sensor unit 50 when the driver is not applying pressure to the pedal pad 40 and when pressure is first applied, achieving accurate vehicle control.

[0078] However, the pedal device described in Patent Document 1, which is shown in the aforementioned prior art document, has a configuration in which a stop and a limiting part for determining the initial angle of the pedal pad are located inside the housing. Therefore, the pedal device described in Patent Document 1 cannot be visually observed from the outside of the housing when these or related components are damaged or worn.

[0079] In contrast, the fully enclosed stop 71 of the pedal device 1 in this embodiment is provided on the outer wall of the housing 10. Therefore, during manufacturing, inspection, and maintenance, it is easy to visually confirm whether the fully enclosed stop 71 is in contact with the pedal pad 40.

[0080] (2) The fully open stop member 70 of the pedal device 1 of this embodiment is provided in the outer wall of the housing 10 at a position away from the driver relative to the rotation axis CL. Moreover, when the driver increases the pedal force on the pedal pad 40, the fully open stop member 70 contacts the upper part of the back surface 42 of the pedal pad 40 in the vertical direction relative to the rotation axis CL when the vehicle is mounted, thereby restricting the rotation of the pedal pad 40 in the positive direction.

[0081] Accordingly, the pedal device 1 of this embodiment can be more easily confirmed by visual observation, for example, during manufacturing, inspection, and maintenance, whether the fully open stop 70 is in contact with the pedal pad 40.

[0082] (3) In this embodiment, the parts of the fully open stop 70 and the fully closed stop 71 that contact the pedal pad 40 are non-metallic.

[0083] Accordingly, the noise when the fully open stop 70 contacts the pedal pad 40 can be reduced. In addition, the noise when the fully closed stop 71 contacts the pedal pad 40 can also be reduced.

[0084] (4) In this embodiment, the parts of the fully open stop 70 and the fully closed stop 71 that contact the pedal pad 40 are made of resin or rubber.

[0085] Accordingly, the specific materials used for the fully open stop 70 and the fully closed stop 71 are illustrated.

[0086] (5) In this embodiment, the surfaces of the fully open stop 70 and the fully closed stop 71 that contact the pedal pad 40 are curved surfaces that bulge toward the pedal pad 40.

[0087] Accordingly, the surfaces of the fully open stop 70 and the fully closed stop 71 that contact the pedal pad 40 are straight, resulting in a smaller amount of flattening caused by the load acting on the pedal pad 40. Therefore, the limiting position of the pedal pad 40 can be easily adjusted. Thus, the pedal device 1 can suppress the deviation of the initial angle of the pedal pad 40 for each product and accurately define the initial angle of the pedal pad 40.

[0088] Furthermore, the fully open stop 70 and fully closed stop 71 of this embodiment exhibit less degradation over time compared to the case where the fully open stop 70 and fully closed stop 71 are assumed to be spherical. Additionally, the fully open stop 70 and fully closed stop 71 of this embodiment, compared to the case where the fully open stop 70 and fully closed stop 71 are assumed to be cuboids, do not require adjustment of each face, thus allowing for easy adjustment of the limiting position of the pedal pad 40.

[0089] (6) In this embodiment, the fully open stop 70 and the fully closed stop 71 are cylindrical or cylindrical.

[0090] Accordingly, the fully open stop 70 and the fully closed stop 71 have no circumferential orientation when assembled to the housing 10, thus facilitating assembly. That is, the initial angle of the pedal pad 40 will not deviate due to differences in the assembly direction of the fully closed stop 71 (i.e., the circumferential direction of the fully closed stop 71). Therefore, this pedal device 1 can suppress deviations in the initial angle of the pedal pad 40 for each product and accurately define the initial angle of the pedal pad 40.

[0091] (7) In this embodiment, the fully open stop 70 and the fully closed stop 71 have the same shape, size and material.

[0092] Accordingly, the number of components used as the fully open stop 70 and the fully closed stop 71 during the manufacture of the pedal device 1 can be reduced, and manufacturing costs can be reduced.

[0093] (8) In this embodiment, the distance D1 between the center of the fully open stop 70 and the rotation axis CL is greater than the distance D2 between the center of the fully closed stop 71 and the rotation axis CL.

[0094] Accordingly, by increasing the distance D1 between the center of the fully open stop 70 and the rotation axis CL, the load borne by the fully open stop 70 from the pedal pad 40 can be reduced when the driver's pedal force increases. On the other hand, the fully closed stop 71 is in contact with the pedal pad 40 when the driver's pedal force is not applied, so the load borne by the fully closed stop 71 from the pedal pad 40 is smaller than the load borne by the fully open stop 70 from the pedal pad 40. Therefore, the fully closed stop 71 can be positioned close to the rotation axis CL. With this configuration, the deterioration of both the fully open stop 70 and the fully closed stop 71 over time can be suppressed.

[0095] (9) In this embodiment, the width W1 of the outer shell body 11, the length L1 of the fully open stop 70, and the length L2 of the fully closed stop 71 are the same.

[0096] Accordingly, the surface pressure exerted by the pedal pad 40 on the fully open stop member 70 can be reduced, as can the surface pressure exerted by the fully open stop member 70 on the housing 10. Furthermore, the surface pressure exerted by the pedal pad 40 on the fully closed stop member 71 can be reduced, as can the surface pressure exerted by the fully closed stop member 71 on the housing 10. Therefore, the deterioration of the fully open stop member 70 and the fully closed stop member 71 over time can be suppressed.

[0097] (10) In this embodiment, the fully open stop member 70 is configured such that its cross-section perpendicular to the rotation axis CL is circular, and more than half of the area of ​​the circle is embedded inside the first recess 13. The fully closed stop member 71 is configured such that its cross-section perpendicular to the rotation axis CL is circular, and more than half of the area of ​​the circle is embedded inside the second recess 14.

[0098] Accordingly, the fully open stop 70 and the fully closed stop 71 can be easily assembled into the housing 10, and the fully open stop 70 and the fully closed stop 71 can be prevented from falling off the housing 10.

[0099] (11) In this embodiment, the pedal device 1 has a base plate 20 provided on the side of the housing 10 opposite to the pedal pad 40. The housing is fixed to the vehicle body via the base plate 20.

[0100] Accordingly, by providing a base plate 20 between the outer casing 10 and the vehicle body, the rigidity of the outer casing 10 is increased. Therefore, deformation of the walls within the outer casing 10 that house the fully open stop 70 and the fully closed stop 71 can be prevented. Consequently, the pedal device 1 can suppress deviations in the initial angle of the pedal pad 40 for each product, and can accurately define the initial angle of the pedal pad 40.

[0101] Furthermore, by increasing the rigidity of the housing 10, deformation of the shaft support portion 15 that rotatably supports the shaft 30 within the housing 10 can be prevented. Therefore, the pedal device 1 can prevent positional misalignment between the rotating portion 51 and the signal output portion 55 of the sensor unit 50, thereby improving the detection accuracy of the pedal rotation angle.

[0102] (Second Implementation)

[0103] The second embodiment will be described. The second embodiment differs from the first embodiment in that the configuration of the fully closed stop 71 and the fully open stop 70 are changed. Everything else is the same as the first embodiment, so only the parts that are different from the first embodiment will be described.

[0104] like Figure 12 as well as Figure 13As shown, in the second embodiment, the fully closed stop 71 and the fully open stop 70 are identical in shape, size, and material. Regarding the shape of the fully closed stop 71 and the fully open stop 70, the surface in contact with the pedal pad 40 is formed as a curved surface convex towards the pedal pad 40. Specifically, the cross-section of the fully closed stop 71 and the fully open stop 70 is a combination of a quadrilateral and a semicircle; in other words, one side of the cuboid is formed as a curved surface convex towards the pedal pad 40.

[0105] Furthermore, in the second embodiment, the length L1 of the fully open stop 70, the length L2 of the fully closed stop 71, and the width W1 of the outer casing 11 are the same. Regarding the material of the fully open stop 70 and the fully closed stop 71, at least the parts in contact with the pedal pad 40 are non-metallic (specifically, resin or rubber). In the second embodiment, both the fully closed stop 71 and the fully open stop 70 are also entirely non-metallic (specifically, resin or rubber).

[0106] like Figure 12 As shown, the first recess 13 provided in the outer shell body 11 is shaped to cover part of the outer shape of the fully open stop member 70. Moreover, the quadrilateral side of the cross-sectional shape of the fully open stop member 70 is embedded in the inner side of the first recess 13, and the semi-circular part is disposed on the side of the pedal pad 40 closer to the opening surface S1 of the first recess 13.

[0107] like Figure 13 As shown, the second recess 14 provided on the outer shell body 11 is also shaped to cover part of the outer shape of the fully enclosed stop member 71. Moreover, the quadrilateral side of the cross-sectional shape of the fully enclosed stop member 71 is embedded in the inner side of the second recess 14, and the semi-circular part is positioned closer to the pedal pad 40 side than the opening surface S2 of the second recess 14.

[0108] The pedal device 1 of the second embodiment described above can also achieve the same effect as the first embodiment.

[0109] (Third Implementation)

[0110] The third embodiment will be described. The third embodiment eliminates the base plate 20 compared to the first embodiment, etc., and is otherwise the same as the first embodiment, etc., so only the parts that are different from the first embodiment, etc. will be described.

[0111] like Figure 14 As shown, in the third embodiment, the pedal device 1 does not have a base plate. Therefore, the outer casing 10 of the pedal device 1 is directly mounted to the floor 2 or front panel inside the vehicle using bolts 21 or the like.

[0112] The third embodiment described above, having the same configuration as the first embodiment, can achieve the same functional effects. Furthermore, in the third embodiment, the number of components in the pedal device 1 can be reduced.

[0113] (Other implementation methods)

[0114] (1) In the above embodiments, a brake pedal device was described as an example of pedal device 1, but it is not limited thereto. For example, pedal device 1 may also be provided as an accelerator pedal device. Alternatively, pedal device 1 may also be provided as various devices operated by the driver's foot.

[0115] (2) In the above embodiments, the fully open stop 70 and the fully closed stop 71 are made to have the same shape, size and material, but are not limited to this. For example, the fully open stop 70 and the fully closed stop 71 may also have different shapes, sizes and materials.

[0116] (3) In the above embodiments, the length L1 of the fully open stop 70, the length L2 of the fully closed stop 71, and the width W1 of the outer shell body 11 are the same, but it is not limited to this. The length L1 of the fully open stop 70, the length L2 of the fully closed stop 71, and the width W1 of the outer shell body 11 may also be different.

[0117] (4) In the above embodiments, the fully open stop 70 and the fully closed stop 71 are cylindrical, cylindrical, or have a cross-section that combines a quadrilateral and a semicircle, but are not limited to these shapes. The fully closed stop 71 and the fully open stop 70 can take various shapes. For example, the fully closed stop 71 and the fully open stop 70 can also be spheres, cuboids, polygons, or shapes that combine polygons and curved surfaces.

[0118] (5) In the above embodiments, it has been described that a fully open stop 70 and a fully closed stop 71 are respectively installed in the first recess 13 and the second recess 14 of the housing 10, but this is not a limitation. Various methods can be used to install the fully open stop 70 and the fully closed stop 71. For example, a protrusion provided on one of the fully open stop 70 or the housing 10 can be inserted into a hole provided on the other of the fully open stop 70 or the housing 10. Alternatively, a protrusion provided on one of the fully closed stop 71 or the housing 10 can be inserted into a hole provided on the other of the fully closed stop 71 or the housing 10. Alternatively, the fully open stop 70 and the fully closed stop 71 can also be installed on the housing 10 using screws or adhesive.

[0119] (6) In the above embodiments, as an example of the pedal device 1, the case where the pedal pad 40 and the master cylinder 126 are not mechanically connected has been described, but this is not a limitation. The pedal device 1 may also have the pedal pad 40 and the master cylinder 126 mechanically connected. In this case, the pedal device 1 may also be configured to not have a reaction force generating mechanism 60, but instead have the master cylinder 126 generating a reaction force relative to the pedal force applied to the pedal pad 40.

[0120] (7) In the above embodiments, as an example of the reaction force generating mechanism 60, a combination of leaf spring 61 and multiple helical springs was described, but it is not limited to this. For example, the reaction force generating mechanism 60 may also be composed of one or more helical springs, or it may be composed of one or more leaf springs 61.

[0121] (8) In the above embodiments, the configuration in which the sensor unit 50 is disposed on or near the rotation axis CL has been described, but it is not limited thereto. The sensor unit 50 may also be disposed in a location away from the rotation axis CL. For example, the sensor unit 50 may also be disposed in a component that operates in conjunction with the pedal pad 40, such as the reaction force generating mechanism 60.

[0122] (9) In the above embodiments, the configuration of the brake-by-wire system 100 using the master cylinder 126 to generate hydraulic pressure on the brake fluid flowing through the brake circuit 120 has been described, but it is not limited to this. For example, the brake-by-wire system 100 may also be configured to use a hydraulic pump to generate hydraulic pressure on the brake fluid flowing through the brake circuit 120.

[0123] (10) In the first embodiment described above, ECU110 is exemplified as being composed of a first ECU111 and a second ECU112, but it is not limited to this. ECU may also be composed of one or more.

[0124] This disclosure is not limited to the embodiments described above, and appropriate modifications are possible. Furthermore, the embodiments described above are not mutually exclusive and can be appropriately combined, except where explicitly stated they cannot be combined. Additionally, in each of the above embodiments, the elements constituting the embodiment are not necessarily essential, except where specifically stated as necessary or where they are explicitly considered necessary in principle. Furthermore, in each of the above embodiments, when referring to the number, value, quantity, range, etc., of the constituent elements of the embodiment, the number is not limited to that specific number, except where specifically stated as necessary or where it is explicitly limited to a specific number in principle. Furthermore, in each of the above embodiments, when referring to the shape, positional relationship, etc., of the constituent elements, the shape, positional relationship, etc., is not limited to that shape, positional relationship, etc., except where specifically stated or where it is limited to a specific shape, positional relationship in principle.

Claims

1. A pedal device, which is an organ-type pedal device mounted on a vehicle, characterized in that, have: The outer shell installed on the vehicle body; The pedal pad is configured to rotate about a predetermined axis of rotation relative to the outer shell. The part stepped on by the driver is positioned above the vertical direction relative to the axis of rotation when the vehicle is mounted. It rotates in the positive direction as the driver increases the pedal force and in the negative direction as the driver decreases the pedal force. The sensor unit outputs an electrical signal corresponding to the rotation angle of the pedal pad; as well as A fully enclosed stop is provided on the outer wall of the housing at a position near the driver relative to the axis of rotation. When no force is applied to the pedal pad by the driver, the stop contacts the lower part of the pedal pad in the vertical direction relative to the axis of rotation when the vehicle is in motion, thereby restricting the reverse rotation of the pedal pad.

2. The pedal device according to claim 1, characterized in that, It has a fully open stop member located on the outer wall of the housing at a position away from the driver relative to the axis of rotation. When the driver increases the pressure applied to the pedal pad, the stop member contacts the upper part of the pedal pad in the vertical direction relative to the axis of rotation when the vehicle is in use, thereby restricting the positive rotation of the pedal pad.

3. The pedal device according to claim 2, characterized in that, The parts of the fully open stop and the fully closed stop that contact the pedal pad are non-metallic.

4. The pedal device according to claim 2, characterized in that, The parts of the fully open stop and the fully closed stop that contact the pedal pad are made of resin or rubber.

5. The pedal device according to claim 2, characterized in that, The surfaces of the fully open stop and the fully closed stop that contact the pedal pad are curved surfaces that bulge toward the pedal pad.

6. The pedal device according to any one of claims 2 to 5, characterized in that, The fully open stop and the fully closed stop are cylindrical or cylindrical in shape.

7. The pedal device according to any one of claims 2 to 5, characterized in that, The fully open stop and the fully closed stop have the same shape, size and material.

8. The pedal device according to any one of claims 2 to 5, characterized in that, The distance between the center of the fully open stop and the rotation axis is greater than the distance between the center of the fully closed stop and the rotation axis.

9. The pedal device according to any one of claims 2 to 5, characterized in that, The outer shell has an outer shell body and an outer shell cover. The width of the outer shell body, the length of the fully open stop, and the length of the fully closed stop are the same in the direction parallel to the rotation axis.

10. The pedal device according to any one of claims 2 to 5, characterized in that, The housing has a first recess for mounting the fully open stop and a second recess for mounting the fully closed stop. The fully open stop member has a circular cross-section perpendicular to the rotation axis, and more than half of the area of ​​this circle is embedded inside the first recess. The fully enclosed stop has a circular cross-section perpendicular to the rotation axis, and more than half of the area of ​​the circle is embedded inside the second recess.

11. The pedal device according to any one of claims 2 to 5, characterized in that, It also includes a base plate located on the side of the housing opposite to the pedal pad. The outer shell is fixed to the vehicle body via the base plate.

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