Pedal module for a vehicle

Abstract

A pedal module (1) for a vehicle includes a brake pedal device (2) and an accelerator pedal device (3). The brake pedal device (2) includes a brake pedal first housing (10) that rotatably supports a brake pedal rotating shaft (30) and covers a brake pedal reaction force generating mechanism (60), and a brake pedal second housing (20) that supports an end portion of the brake pedal reaction force generating mechanism (60) on the opposite side of the brake pedal (40). The brake pedal second housing (20) is configured to extend from the brake pedal device (2) to the accelerator pedal device (3), to fix at least a portion of the accelerator pedal device (3), and to be provided to a vehicle body (4).

Description

[0001] Cross-referencing of related applications

[0002] This application is based on Japanese Patent Application No. 2021-082796, filed on May 14, 2021, the contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a vehicle pedal module with a multi-pedal control via a drive-by-wire system. Background Technology

[0004] Patent Document 1 discloses a vehicle pedal module in which a suspended brake pedal device and a suspended accelerator pedal device are fixed to a common bracket. "Suspended" means that the part of the pedal pad that is stepped on by the driver is positioned below the pivot point in the top-to-bottom direction when mounted on a vehicle.

[0005] Specifically, the vehicle pedal module described in Patent Document 1 includes a brake pedal assembly comprising a brake pedal operated by the driver and a brake pedal housing that can be pivotally supported. On the other hand, the vehicle pedal module also includes an accelerator pedal assembly comprising an accelerator pedal operated by the driver and an accelerator pedal housing that can be pivotally supported. The brake pedal housing and the accelerator pedal housing are fixed to a common bracket. Furthermore, in Patent Document 1, both the brake pedal housing and the accelerator pedal housing are referred to as the main body of the device.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent Application Publication No. 2020-149283 Summary of the Invention

[0009] In addition, the applicant is advancing the development of a brake-by-wire system in which the master cylinder of the brake circuit is not mechanically connected to the brake pedal assembly. In the brake pedal assembly used in this brake-by-wire system, a reaction force generating mechanism is required to generate a reaction force relative to the driver's pedal force applied to the brake pedal. Furthermore, in this brake-by-wire system, the vehicle's electronic control unit controls the brake circuit based on signals from a brake pedal sensor that detects the brake pedal's swing angle; therefore, high reliability of the signals output from the brake pedal sensor is required.

[0010] Regarding this point, Patent Document 1, concerning the brake pedal device included in a vehicle pedal module, does not describe anything related to the reaction force generating mechanism and the brake pedal sensor. If the brake pedal device included in the vehicle pedal module described in Patent Document 1 is used in a brake-by-wire system, it is possible to consider placing one end of the spring constituting the reaction force generating mechanism on the brake pedal housing and the other end of the spring on the brake pedal. However, with this configuration, when the driver applies pressure to the brake pedal, a high load is input to the brake pedal housing from the reaction force generating mechanism, potentially causing deformation of the brake pedal housing. If the brake pedal housing deforms, the oscillation of the brake pedal supported thereon will deviate, leading to a decrease in the reliability of the output signal from the brake pedal sensor.

[0011] The purpose of this disclosure is to provide a pedal module for vehicles that improves the assemblability of brake pedal and accelerator pedal devices into a vehicle and improves the reliability of the output signal of the brake pedal sensor by stabilizing the swing of the brake pedal.

[0012] According to one aspect of this disclosure, a vehicle pedal module that integrates multiple pedal devices via drive-by-wire includes a brake pedal device and an accelerator pedal device.

[0013] The brake pedal device includes: a brake pedal that swings about a predetermined axis when pressed by the driver's foot; a brake pedal rotation axis disposed at the axis of the brake pedal's swing; a brake pedal sensor that outputs a signal corresponding to the swing angle of the brake pedal; a brake pedal reaction force generating mechanism that generates a reaction force relative to the driver's pressing force applied to the brake pedal; a first brake pedal housing that rotatably supports the brake pedal rotation axis and covers the brake pedal reaction force generating mechanism; and a second brake pedal housing that supports the end of the brake pedal reaction force generating mechanism on the opposite side to the brake pedal and is disposed between the first brake pedal housing and the vehicle body.

[0014] The accelerator pedal device includes: an accelerator pedal that swings about a predetermined axis when pressed by a driver's foot; an accelerator pedal sensor that outputs a signal corresponding to the swing angle of the accelerator pedal; an accelerator pedal reaction force generating mechanism that generates a reaction force relative to the driver's pressing force applied to the accelerator pedal; and an accelerator pedal housing that covers the accelerator pedal reaction force generating mechanism.

[0015] Furthermore, the second housing of the brake pedal is configured such that the second housing of the brake pedal extends from the brake pedal device side to the accelerator pedal device side, at least a portion of the accelerator pedal device is fixed to the second housing of the brake pedal, and the second housing of the brake pedal is disposed on the vehicle body.

[0016] Accordingly, regarding the brake pedal assembly, by making the first brake pedal housing, which supports the brake pedal rotation shaft, and the second brake pedal housing, which supports the brake pedal reaction force generating mechanism, separate components, materials with appropriate strength can be selected for each component. Specifically, when the driver applies pressure to the brake pedal, a high load is input from the brake pedal to the second brake pedal housing via the brake pedal reaction force generating mechanism; therefore, a material with high rigidity is preferably selected for the second brake pedal housing. Moreover, even when a high load is input to the second brake pedal housing, the first brake pedal housing is less susceptible to the effects of this high load because the load transmission from the second brake pedal housing to the first brake pedal housing is interrupted. Therefore, by utilizing the first brake pedal housing to support the brake pedal rotation shaft, the brake pedal assembly can stabilize the oscillation of the brake pedal. Consequently, this vehicle pedal module can improve the reliability of the output signal of the brake pedal sensor included in the brake pedal assembly.

[0017] Furthermore, this vehicle pedal module, by having a structure in which the second housing of the brake pedal assembly extends toward the accelerator pedal assembly and fixes at least a portion of the accelerator pedal assembly, can be assembled into a vehicle while maintaining the positional relationship between the brake pedal and the accelerator pedal. Specifically, this vehicle pedal module can be assembled into a vehicle while maintaining the accelerator pedal in a position further away from the occupant than the brake pedal, thus improving the assemblability of the brake pedal assembly and the accelerator pedal assembly into the vehicle and enhancing vehicle safety.

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

[0019] Figure 1 This is a perspective view of the vehicle pedal module according to the first embodiment.

[0020] Figure 2 This is a schematic diagram of a brake-by-wire system and an accelerator-by-wire system using a vehicle pedal module.

[0021] Figure 3 From Figure 1A 3D view after removing the brake pedal, brake pedal housing 1, accelerator pedal, accelerator pedal housing, etc.

[0022] Figure 4 It is a cross-sectional view of the brake pedal device in a vehicle pedal module that is perpendicular to the axis of the brake pedal's swing.

[0023] Figure 5 This is a side view of the accelerator pedal device in a vehicle pedal module.

[0024] Figure 6 This is a side view showing the accelerator pedal device in a vehicle pedal module with the outer cover removed.

[0025] Figure 7 This is a perspective view showing the state in which the outer cover and reaction force generating mechanism of the accelerator pedal device in the vehicle pedal module have been removed.

[0026] Figure 8 It is a diagram used to illustrate the positional relationship between the brake pedal assembly and the accelerator pedal assembly.

[0027] Figure 9 This diagram shows the state in which the vehicle pedal module according to the second embodiment is mounted on a vehicle.

[0028] Figure 10 This is a perspective view of the vehicle pedal module according to the third embodiment.

[0029] Figure 11 This is a schematic diagram showing a cross section perpendicular to the axis of oscillation of the accelerator pedal in the accelerator pedal device of the vehicle pedal module according to the third embodiment.

[0030] Figure 12 This is a schematic diagram showing the accelerator pedal device in the vehicle pedal module according to the fourth embodiment, where the axis of the accelerator pedal's swing is perpendicular to the axis of the accelerator pedal's swing.

[0031] Figure 13 Indicates in Figure 12 The accelerator pedal device shown depicts the state in which the driver's pedal force is applied to the accelerator pedal. Detailed Implementation

[0032] Hereinafter, embodiments of the present disclosure will be described with reference to the figures. Furthermore, in the following embodiments, the same reference numerals are used for the same or equivalent parts, and their descriptions are omitted.

[0033] (First Embodiment)

[0034] Reference Figures 1 to 8 The first embodiment will be described. For example... Figure 1 As shown, the vehicle pedal module 1 (hereinafter referred to as "pedal module 1") of this embodiment integrally includes an organ-type brake pedal device 2 and an organ-type accelerator pedal device 3. An organ-type pedal device refers to a structure in which the part of the pedal that is pressed by the driver is positioned above the pivot point in the top-bottom direction when mounted on a vehicle. Furthermore, with respect to the organ-type pedal device, as the driver's pressing force increases, the part of the pedal that is closer to the front of the vehicle than the pivot point swings towards the vehicle floor or front bulkhead. In the following description, the vehicle floor and front bulkhead are sometimes referred to as the "vehicle body". Additionally, the three-dimensional coordinates shown in each figure represent the vertical, longitudinal, and lateral directions of the pedal module 1 when mounted on a vehicle.

[0035] like Figure 2 As shown, the brake pedal device 2 of the pedal module 1 in this embodiment is used in the brake-by-wire system 100, and the accelerator pedal device 3 is used in the accelerator-by-wire system 200.

[0036] First, the brake-by-wire system 100 using the brake pedal device 2 of the pedal module 1 of this embodiment and the accelerator-by-wire system 200 using the accelerator pedal device 3 will be described.

[0037] The brake-by-wire system 100 is a system in which the brake electronic control unit 110 drives and controls the brake circuit 120 based on the electrical signal output from the brake pedal sensor 50 of the brake pedal device 2. Furthermore, the brake circuit 120 generates the hydraulic pressure required for vehicle braking to drive wheel cylinders 131 to 134. Hereinafter, the brake electronic control unit 110 will be referred to as the brake ECU 110. ECU is an abbreviation for Electronic Control Unit. In this embodiment, the brake circuit 120 will be configured to include a first brake circuit 121 and a second brake circuit 122.

[0038] The electrical signal output from the brake pedal sensor 50 of the brake pedal device 2 is transmitted to the brake ECU 110. The brake ECU 110 is primarily composed of a microcomputer consisting of a CPU, ROM, RAM, etc., and the CPU executes a computer program stored in a semiconductor memory such as ROM or RAM, which is a non-transitory physical storage medium. That is, the brake ECU 110 performs various control processes according to this computer program. Specifically, the brake ECU 110 supplies power to the motor 123 and other components of the first brake circuit 121 to drive and control the first brake circuit 121. Furthermore, the brake ECU 110 drives and controls a solenoid valve (not shown) and a motor (not shown) in the second brake circuit 122.

[0039] 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. By moving 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.

[0040] The second brake circuit 122 is a circuit used for normal control, ABS control, and VSC control by controlling the hydraulic pressure of each wheel cylinder 131-134 according to the control signal from the brake ECU 110. 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.

[0041] When the driver of the vehicle depresses the brake pedal 40 of the brake pedal device 2, a signal corresponding to the swing angle of the brake pedal 40 (i.e., the brake pedal travel) is output from the brake pedal sensor 50 to the brake ECU 110. The brake ECU 110 then drives the motor 123 to decelerate the vehicle. As the speed of the motor 123 increases, the master cylinder 126 increases the pressure of the brake fluid supplied from the reservoir 124. This pressure of the brake fluid is transmitted from the first brake circuit 121 to the second brake circuit 122.

[0042] In addition, the brake ECU 110 performs normal control, ABS control, and VSC control. For example, in normal control, the brake ECU 110 performs braking in accordance with the driver's operation of the brake pedal 40. Specifically, in normal control, the brake ECU 110 controls the actuation of the solenoid valves, etc., in the second brake circuit 122, so that the hydraulic pressure supplied from the first brake circuit 121 is supplied to each wheel cylinder 131 to 134 via the second brake circuit 122. As a result, the brake pads driven by each wheel cylinder 131 to 134 make frictional contact with their corresponding brake discs, and each wheel is braked, thereby decelerating the vehicle.

[0043] Additionally, for example, the brake ECU 110 calculates the slip ratio of each wheel based on the speed of each wheel and the vehicle speed, and performs ABS control based on the calculation results. In ABS control, the hydraulic pressure supplied to each wheel cylinder 131-134 is adjusted to suppress wheel lock-up. Furthermore, for example, the brake ECU 110 calculates the vehicle's sideslip state based on yaw rate, steering angle, acceleration, wheel speed, and vehicle speed, and performs VSC control based on the calculation results. In VSC control, a wheel is selected as the control target for stabilizing the vehicle's cornering, and the hydraulic pressure of the corresponding wheel cylinders 131-134 is increased, thereby suppressing vehicle sideslip. Therefore, the vehicle's driving stability is achieved. Furthermore, in addition to the above-mentioned general control, ABS control, and VSC control, the brake ECU 110 can also perform collision avoidance control and regenerative coordination control based on signals from other ECUs (not shown).

[0044] On the other hand, the accelerator-by-wire system 200 is a system in which the accelerator electronic control unit 210 mounted on the vehicle drives and controls the electronic throttle 220 based on the electrical signal output from the accelerator pedal sensor 80 of the accelerator pedal device 3. The electronic throttle 220 controls the amount of air intake into the engine. Hereinafter, the accelerator electronic control unit 210 will be referred to as the accelerator ECU 210.

[0045] The electrical signal output from the accelerator pedal sensor 80 of the accelerator pedal device 3 is transmitted to the accelerator ECU 210. The accelerator ECU 210 is also primarily composed of a microcomputer consisting of a CPU, ROM, RAM, etc., and the CPU executes the computer program stored in semiconductor memories such as ROM and RAM, which are non-transitory physical storage media. That is, the accelerator ECU 210 performs various control processes according to this computer program. Specifically, the accelerator ECU 210 controls the drive of the electronic throttle valve 220.

[0046] When the driver depresses the accelerator pedal 90 of the accelerator pedal device 3, a signal corresponding to the swing angle of the accelerator pedal 90 (i.e., the accelerator pedal travel) is output from the accelerator pedal sensor 80 to the accelerator ECU 210. The accelerator ECU 210 adjusts the opening of the electronic throttle valve 220 based on the accelerator pedal travel. For example, the greater the accelerator pedal travel, the more the accelerator ECU 210 increases the opening of the electronic throttle valve 220. The electronic throttle valve 220 is an electrically operated valve device installed in the engine's intake system. Furthermore, the greater the opening of the electronic throttle valve 220, the greater the amount of air the engine draws in.

[0047] Next, the brake pedal device 2 of the pedal module 1 will be described.

[0048] like Figure 1 , Figure 3 , Figure 4 As shown, the brake pedal device 2 includes a first brake pedal housing 10, a second brake pedal housing 20, a brake pedal rotating shaft 30, a brake pedal 40, a brake pedal sensor 50, and a brake pedal reaction force generating mechanism 60. In the following description, the first brake pedal housing 10, the second brake pedal housing 20, the brake pedal rotating shaft 30, the brake pedal sensor 50, and the brake pedal reaction force generating mechanism 60 will be referred to as B first housing 10, B second housing 20, B rotating shaft 30, B sensor 50, and B reaction force generating mechanism 60, respectively. Furthermore, in Figure 3 The main focus is on the second housing 20 (B) and the reaction force generating mechanism 60 (B) of the brake pedal device 2, with other structures omitted.

[0049] like Figure 4 As shown, the first housing 10 (B) is a component that rotatably supports the B rotation shaft 30 of the brake pedal 40 and covers the B reaction force generating mechanism 60. In this embodiment, the first housing 10 (B) is formed into a box shape by resin, for example. Inside the first housing 10 (B) of this embodiment, a space is provided for arranging the B sensor 50 and the B reaction force generating mechanism 60, etc.

[0050] The first outer casing 10 has an opening 11 in at least one direction into which the reaction force generating mechanism 60 can be inserted. Specifically, in this embodiment, the first outer casing 10 has the largest opening 11 on the vehicle body side where the pedal module 1 is installed (i.e., the side of the second outer casing 20). The largest opening 11 of the first outer casing 10 is large enough to allow the elastic member of the reaction force generating mechanism 60 to be inserted in a non-flexible state during the manufacturing process of the brake pedal device 2. Moreover, the largest opening 11 of the first outer casing 10 is blocked by the second outer casing 20. In this way, the first outer casing 10 and the second outer casing 20 together cover the reaction force generating mechanism 60.

[0051] Furthermore, the first housing 10 of this embodiment has a cylindrical bearing portion 12, which is disposed at the pivot axis CL1 of the brake pedal 40 and rotatably supports the B rotation shaft 30. The B rotation shaft 30 of the brake pedal 40 is a cylindrical shaft rotatably disposed on the bearing portion 12. In this way, the first housing 10 supports the B rotation shaft 30 of the brake pedal 40 rotatably.

[0052] like Figure 2 As shown, a B sensor 50 for detecting the rotation angle of the B rotating shaft 30 is provided on or around the axis CL1 of the B rotating shaft 30 of the brake pedal 40. The B sensor 50 can be, for example, a non-contact sensor circuit using a Hall IC or a magnetoresistive element, or a contact sensor circuit. The B sensor 50 can directly detect the rotation angle of the B rotating shaft 30 by being provided on or around the axis CL1 of the B rotating shaft 30. The rotation angle of the B rotating shaft 30 is the same as the swing angle of the brake pedal 40. Furthermore, the B sensor 50 outputs a signal corresponding to the rotation angle of the B rotating shaft 30 (i.e., the swing angle of the brake pedal 40) to the vehicle's brake ECU 110 from a connector (not shown) provided on the outside of the B first housing 10.

[0053] The second housing 20 is disposed on the side opposite to the first housing 10 in the direction of brake pedal 40 swing. The second housing 20 extends continuously from the front part of the first housing 10 to the rear part of the first housing 10. Furthermore, the largest opening 11 of the first housing 10 is blocked.

[0054] like Figure 3As shown, the second housing 20 (B) has a first fastening hole 21 for fixing to the first housing 10 (B) and a second fastening hole 22 for fixing to the vehicle body. The method of fixing the first housing 10 (B) and the second housing 20 (B) is, for example, as follows: a bolt (not shown) is inserted into the first fastening hole 21 of the second housing 20 from the vehicle body side of the second housing 20. Then, the bolt inserted into the first fastening hole 21 is tightened into a threaded hole (not shown) provided in the first housing 10 (B).

[0055] Additionally, the second outer casing 20 (B) is installed on the vehicle body. The method for securing the second outer casing 20 to the vehicle body is, for example, as follows: a bolt (not shown) is inserted into a second fastening hole 22 in the second outer casing 20, facing inwards from the passenger compartment. Then, the bolt inserted into the second fastening hole 22 is tightened into a threaded hole in the vehicle body.

[0056] Furthermore, the second housing 20 (B) extends from the brake pedal assembly 2 side towards the accelerator pedal assembly 3 side and fixes at least a portion of the accelerator pedal assembly 3 (in this embodiment, the accelerator pedal housing 70). The method for fixing the second housing 20 (B) to the accelerator pedal housing 70 is, for example, as follows: a bolt 24 protruding from the mounting base 23 of the second housing 20 (B) is inserted into a fastening hole (not shown) in the accelerator pedal housing 70. Then, a nut 25 is tightened into the bolt 24 inserted into the fastening hole of the accelerator pedal housing 70.

[0057] The second outer shell 20 (B) is composed of a component whose Young's modulus is greater than that of the first outer shell 10 (i.e., a component with high rigidity). The second outer shell 20 (B) can be made of metal, for example. The second outer shell 20 of this embodiment can be manufactured, for example, by stamping, sheet metal processing, cold forging, warm forging, etc., of metal materials. Furthermore, the second outer shell 20 (B) can also be configured such that at least a portion of it has a component whose Young's modulus is greater than that of the first outer shell 10 (i.e., a component with high rigidity).

[0058] On the second outer shell 20 (B), a support platform 26 is provided for supporting the portion of the reaction force generating mechanism 60 (B) opposite to the brake pedal 40. The support platform 26 is a portion that protrudes from the plate-shaped second outer shell 20 (B) in the thickness direction. In this embodiment, one end 611 of the leaf spring 61 of the reaction force generating mechanism 60 corresponds to the portion of the reaction force generating mechanism 60 (B) opposite to the brake pedal 40. The second outer shell 20 (B) of this embodiment is constructed of a highly rigid component, so even when a high load is applied to the support platform 26 from one end 611 of the leaf spring 61 of the reaction force generating mechanism 60 (B), the deformation of the second outer shell 20 (B) is small.

[0059] like Figure 1 and Figure 4 As shown, the brake pedal 40 is formed into a plate shape, for example, from metal or resin, and is arranged at an angle relative to the floor. Specifically, the brake pedal 40 is arranged at an angle with its upper end located at the front of the vehicle and its lower end located at the rear of the vehicle. Furthermore, a thick-walled portion 41 is provided on the upper side of the brake pedal 40 as the part to be stepped on by the driver. The axis CL1 of the swing of the thick-walled portion 41 relative to the brake pedal 40 is located above it in the top-bottom direction when mounted on the vehicle. In addition, the brake pedal 40 is not limited to... Figure 1 and Figure 4 The configuration shown can also be configured, for example, roughly perpendicular to the floor.

[0060] A connecting plate 42 is provided on the back of the brake pedal 40. The connecting plate 42 integrally has a back plate portion 43 fixed to the back of the brake pedal 40 and a side plate portion 44 disposed substantially perpendicular to the back plate portion 43. The side plate portion 44 of the connecting plate 42 is fixed to the B rotation shaft 30. As described above, the B rotation shaft 30 is rotatably supported on the bearing portion 12 of the B first housing 10. Therefore, the brake pedal 40 swings about the axis CL1 of the B rotation shaft 30 in the forward and reverse directions within a predetermined angle range when operated by the driver's foot.

[0061] Furthermore, by providing a structure in which the connecting plate 42 has a back plate portion 43 and a side plate portion 44, the brake pedal 40 and the B rotating shaft 30 can be positioned separately, and the B sensor 50 can be easily placed in the space around the B rotating shaft 30.

[0062] like Figure 3 and Figure 4 As shown, the B-reaction force generating mechanism 60 is a mechanism that generates a reaction force relative to the driver's pedal force applied to the brake pedal 40. By providing the B-reaction force generating mechanism 60, the brake pedal device 2 can obtain the same reaction force as conventional brake systems even if the mechanical connection between the brake pedal 40 and the master cylinder 126 is eliminated. Furthermore, conventional brake systems refer to structures where the brake pedal 40 is mechanically connected to the master cylinder 126, and the brake pedal 40 receives a hydraulically based reaction force from the master cylinder 126.

[0063] In this embodiment, the B-reaction force generating mechanism 60 has multiple elastic members. Specifically, the B-reaction force generating mechanism 60 has a leaf spring 61, a large-diameter coil spring 62, and a small-diameter coil spring 63 as multiple elastic members. By setting the B-reaction force generating mechanism 60 to have multiple elastic members, the reaction force of the B-reaction force generating mechanism 60 can vary in multiple stages relative to the change in the swing angle (i.e., the brake pedal stroke) of the brake pedal 40. As a result, the B-reaction force generating mechanism 60 can reproduce the multi-stage reaction force characteristics unique to conventional brake systems.

[0064] The leaf spring 61 is bent into a curved surface convex toward the floor when not under load. One end 611 of the leaf spring 61 (i.e., the part of the reaction force generating mechanism 60 opposite to the brake pedal 40) is positioned between the B rotation shaft 30 of the brake pedal 40 and the support platform 26 of the B second housing 20. Moreover, one end 611 of the leaf spring 61 is fixed to the support platform 26 of the B second housing 20 by bolts 27.

[0065] On the other hand, the lower bracket 64, the large-diameter coil spring 62, the spring seat 65, the small-diameter coil spring 63, the upper bracket 66, and the connecting rod 67 are arranged in this order at the other end 612 of the leaf spring 61. The lower bracket 64 is fixed to the other end 612 of the leaf spring 61. The large-diameter coil spring 62 has its end on the leaf spring 61 side supported by the lower bracket 64, and its end on the brake pedal 40 side supported by the spring seat 65. The small-diameter coil spring 63 has its end on the leaf spring 61 side supported by the spring seat 65, and its end on the brake pedal 40 side supported by the upper bracket 66. The connecting rod 67 has its end on the brake pedal 40 side fixed to the brake pedal 40, and its end on the leaf spring 61 side slidably connected to the upper bracket 66. Alternatively, the connecting rod 67 may be configured such that its end on the brake pedal 40 side is swayably connected to the brake pedal 40, and its end on the leaf spring 61 side is swayably connected to the upper bracket 66. The connecting rod 67 passes through the upper opening 13 provided in the first housing 10. Furthermore, the upper opening 13 is sized to allow the small-diameter helical spring 63 and the upper bracket 66 to pass through.

[0066] With this structure, when the driver applies a force to the brake pedal 40, causing the brake pedal 40 to swing towards the B first housing 10 and B second housing 20, a load is applied from the brake pedal 40 to each component of the B reaction force generating mechanism 60 via the connecting rod 67. Therefore, the leaf spring 61, the large-diameter coil spring 62, and the small-diameter coil spring 63 constituting the B reaction force generating mechanism 60 flex according to their respective spring constants, generating a reaction force relative to the force applied to the brake pedal 40 by the driver. Specifically, when a load is applied from the brake pedal 40 to each component of the B reaction force generating mechanism 60 via the connecting rod 67, the large-diameter coil spring 62 and the small-diameter coil spring flex in their spring axial direction. Additionally, the leaf spring 61 flexes so that the portion at the other end 612, which is fixed to the lower bracket 64, approaches the B second housing 20. Furthermore, the structure of the B reaction force generating mechanism 60 and the connecting rod 67 is not limited to the structure illustrated above, and various structures can be employed.

[0067] A cover member 14 is provided around the connecting rod 67. The cover member 14 is formed into a cylindrical and corrugated shape, for example, from rubber. One side of the cover member 14 is fitted into a groove 68 provided in the middle of the connecting rod 67, and the other side of the cover member 14 is fitted into the upper opening 13 of the first outer casing 10. The cover member 14 prevents foreign objects, water, etc. from entering the inside of the first outer casing 10 through the upper opening 13.

[0068] Figures 1-4 The brake pedal device 2 shown is in a state where no driver's pedal force is applied to the brake pedal 40 (i.e., the initial position of the brake pedal 40). The initial position of the brake pedal 40 is limited by a fully closed limiter (not shown).

[0069] Furthermore, although the illustration is omitted, when the brake pedal 40 is applied with a driver's pressure, the brake pedal 40 swings about the axis CL1 of the B rotation axis 30. This causes the portion of the brake pedal 40 relative to the axis CL1 above the vehicle to move towards the floor or the front bulkhead. At this time, the B sensor 50 outputs a signal corresponding to the rotation angle of the B rotation axis 30 (i.e., the swing angle of the brake pedal 40) to the vehicle's brake ECU 110. The brake ECU 110 controls the brake circuit 120 to generate the hydraulic pressure required for vehicle braking, using this hydraulic pressure to drive the brake pads to decelerate or stop the vehicle.

[0070] Next, the accelerator pedal device 3 of the pedal module 1 will be described.

[0071] like Figure 1 , Figures 5-7As shown, the accelerator pedal device 3 includes an accelerator pedal housing 70, an accelerator pedal sensor 80, an accelerator pedal 90, and an accelerator pedal reaction force generating mechanism 101. In the following description, the accelerator pedal housing 70, the accelerator pedal sensor 80, and the accelerator pedal reaction force generating mechanism 101 will be referred to as housing A 70, sensor A 80, and reaction force generating mechanism A 101, respectively.

[0072] The housing 70 is a component that supports the accelerator pedal 90 in a swingable manner and covers the A sensor 80 and the A reaction force generating mechanism 101. In this embodiment, the housing 70 has a housing body 71 and a housing cover 72. The housing body 71 is box-shaped and has an opening 73 on one side in the direction of the swing axis CL2 of the accelerator pedal 90. Inside the housing body 71, a space is provided for arranging the A sensor 80 and the A reaction force generating mechanism 101, etc. During the manufacturing process of the accelerator pedal device 3, the A sensor 80 and the A reaction force generating mechanism 101 can be inserted into the inside of the housing body 71 through the opening 73. Furthermore, the opening 73 of the housing body 71 is blocked by the plate-shaped housing cover 72. Thus, the housing 70 covers the A sensor 80 and the A reaction force generating mechanism 101.

[0073] Furthermore, in this embodiment, the A-shell 70 and the accelerator pedal 90 are connected by an integral hinge 91. The integral hinge 91 is formed of resin, with one end connected to the A-shell 70 and the other end connected to the accelerator pedal 90, and has a thin-walled portion along its length. The accelerator pedal 90 swings about the thin-walled portion of the integral hinge 91 as its axis CL2. That is, the integral hinge 91 functions as the rotation axis of the accelerator pedal 90. Thus, the A-shell 70 supports the accelerator pedal 90 in a swingable manner via the integral hinge 91.

[0074] The accelerator pedal 90 is formed into a plate shape, for example, from metal or resin, and is arranged at an angle relative to the floor. Specifically, the accelerator pedal 90 is arranged at an angle with its upper end located at the front of the vehicle and its lower end located at the rear of the vehicle. The upper end of the accelerator pedal 90 is positioned above the pivot point CL2 of the accelerator pedal 90 in the top-to-bottom direction when mounted on the vehicle. Furthermore, the accelerator pedal 90 is not limited to... Figure 1 , Figures 5-7 The configuration shown can also be configured approximately perpendicular to the floor. The accelerator pedal 90 is operated by the driver's foot and swings about the thin-walled portion of the integral hinge 91 around the axis CL2 within a specified angle range in the forward and reverse directions.

[0075] A reaction force generating mechanism 101 is a mechanism that generates a reaction force relative to the pedal force applied to the accelerator pedal 90 by the driver, and is provided inside the A housing 70. A reaction force generating mechanism 101 is configured to include an internal movable member 102 and a coil spring 105 as an elastic member.

[0076] The internal movable member 102 integrally comprises a rotor portion 103 and an arm portion 104. The rotor portion 103 is cylindrical and rotatably disposed inside the housing A 70. The arm portion 104 extends from the outer periphery of the rotor portion 103 along its tangential direction. The end of the arm portion 104 opposite to the rotor portion 103 is connected to the accelerator pedal 90 via a connecting member 106. Therefore, when the accelerator pedal 90 swings about the integral hinge 91 as the axis CL2, its movement is transmitted to the internal movable member 102 via the connecting member 106. Thus, the internal movable member 102 swings together with the accelerator pedal 90 about the center of the rotor portion 103 as the axis CL3.

[0077] The coil spring 105, which constitutes the A reaction force generating mechanism 101, is an elastic member with one end of its spring axial direction locked to the inner wall of the A housing 70, and the other end of its spring axial direction locked to the arm portion 104. Therefore, when the driver applies a pedal force to the accelerator pedal 90, causing the accelerator pedal 90 to swing towards the A housing 70 side and the B second housing 20 side, a load is applied to the coil spring 105 from the accelerator pedal 90 via the connecting member 106. Therefore, while the coil spring 105, which constitutes the A reaction force generating mechanism 101, flexes in the spring axial direction, it generates a reaction force relative to the pedal force applied by the driver to the accelerator pedal 90.

[0078] Inside the rotor section 103 of the internal movable member 102, an A sensor 80 is provided to detect the rotation angle of the rotor section 103. The A sensor 80 can be, for example, a non-contact sensor circuit using a Hall IC or magnetoresistive element, or a contact sensor circuit. The rotation angle of the rotor section 103 is related to the swing angle of the accelerator pedal 90 (i.e., the accelerator pedal travel). Furthermore, the A sensor 80 outputs a signal corresponding to the rotation angle of the rotor section 103 to the vehicle's accelerator ECU 210 from a connector 81 located on the outside of the A housing 70.

[0079] like Figure 1 and Figure 3As shown, the second outer casing 20 (B) is a structure that extends from the brake pedal device 2 side to the accelerator pedal device 3 side and fixes the accelerator pedal device 3 to the outer casing 70 (A). The method of fixing the second outer casing 20 (B) to the outer casing 70 (A) is, for example, as follows: a bolt 24 protruding from the fixing platform 23 of the second outer casing 20 (B) is inserted into a fastening hole (not shown) of the outer casing 70 (A), and a nut 25 is tightened onto the bolt 24.

[0080] Figure 1 , Figures 5-7 The accelerator pedal device 3 shown is in a state where no driver's pedal force is applied to the accelerator pedal 90 (i.e., the initial position of the accelerator pedal 90). Furthermore, although not shown in the figure, when the driver's pedal force is applied to the accelerator pedal 90, the accelerator pedal 90 swings around the thin-walled portion of the integral hinge 91 as an axis CL2. As a result, the portion of the accelerator pedal 90 relative to the axis CL2, positioned above the vehicle, moves towards the floor or the front bulkhead. At this time, sensor A 80 outputs a signal corresponding to the rotation angle of the rotor portion 103 to the vehicle's accelerator ECU 210. The accelerator ECU 210 increases or decreases the valve opening of the electronic throttle valve 220 based on the accelerator pedal travel.

[0081] Here, Figure 8 The image shows the pedal module 1 mounted on the vehicle. Figure 8 The image shows the pedal module 1 fixed to the vehicle body 4 with no driver's pedal force applied to the brake pedal device 2 and accelerator pedal device 3. Furthermore, the vehicle body 4 includes a floor 5 and a front bulkhead 6.

[0082] like Figure 8 As shown, when the distance between the driver's seat 7 and the accelerator pedal 90 is defined as Da, and the distance between the driver's seat 7 and the brake pedal 40 is defined as Db, the relationship Da > Db exists. That is, the distance Da between the driver's seat 7 and the accelerator pedal 90 is greater than the distance Db between the driver's seat 7 and the brake pedal 40. Thus, the first housing 10 (B) of the brake pedal assembly 2 and the housing 70 (A) of the accelerator pedal assembly 3 are fixed to a common second housing 20 with the relationship Da > Db. Therefore, since the first housing 10 (B) that supports the brake pedal 40 swayably and the housing 70 (A) that supports the accelerator pedal 90 swayably are fixed to the common second housing 20, the relationship Da > Db can be reliably maintained. That is, the relationship between the distance between the driver's seat 7 and the accelerator pedal 90 and the distance between the driver's seat 7 and the brake pedal 40, i.e., Da > Db, can be reliably maintained.

[0083] The pedal module 1 of the first embodiment described above has the following effects.

[0084] (1) In the first embodiment, the brake pedal device 2 of the pedal module 1 has the following structure: the first housing 10 supports the B rotation shaft 30 rotatably, and the second housing 20 supports the end of the B reaction force generating mechanism 60 opposite to the brake pedal 40. Moreover, the second housing 20 extends from the brake pedal device 2 side to the accelerator pedal device 3 side and fixes the A housing 70 of the accelerator pedal device 3.

[0085] Accordingly, regarding the brake pedal device 2, by making the first housing 10 supporting the B rotation shaft 30 and the second housing 20 supporting the B reaction force generating mechanism 60 separate components, materials with appropriate strength can be selected for each component. Specifically, when the driver applies a depressing force to the brake pedal 40, a high load is input from the brake pedal 40 to the second housing 20 via the B reaction force generating mechanism 60. Therefore, a material with higher rigidity than the first housing 10 is preferably selected for the second housing 20. Moreover, even when a high load is input to the second housing 20, the first housing 10 is less susceptible to the effects of the high load because the load transmission from the second housing 20 to the first housing 10 is interrupted. Therefore, by using the first housing 10 to support the B rotation shaft 30, the brake pedal device 2 can stabilize the swing of the brake pedal 40. Consequently, this pedal module 1 can improve the reliability of the output signal of the B sensor 50.

[0086] Furthermore, the pedal module 1 has a structure in which the second housing 20 (B) is fixed to the housing 70 (A) at a portion extending from the brake pedal assembly 2 side towards the accelerator pedal assembly 3 side. This allows for assembly into the vehicle while maintaining the positional relationship between the brake pedal 40 and the accelerator pedal 90. Specifically, the pedal module 1 can be assembled into the vehicle while maintaining the accelerator pedal 90 in a position further away from the occupant than the brake pedal 40. Therefore, the pedal module 1 improves the assemblability of the brake pedal assembly 2 and the accelerator pedal assembly 3 into the vehicle and enhances vehicle safety.

[0087] (2) In the first embodiment, the brake pedal device 2 is used in a brake-by-wire system 100 in which the master cylinder 126 of the brake circuit 120 of the vehicle is not mechanically connected to the brake pedal 40. In addition, the accelerator pedal device 3 is used in a brake-by-wire accelerator system 200.

[0088] Accordingly, the connection points between the pedal module 1 and the vehicle are only the wires of sensor B 50 and sensor A 80, and the fixing points between the second housing 20 (B) and the vehicle body 4. Therefore, the design time for the pedal module 1, tailored to each vehicle model equipped with it, can be reduced.

[0089] (3) In the first embodiment, the A housing 70 is a structure that can swing the accelerator pedal 90 and is threaded to the B second housing 20 by bolts 24 and nuts 25.

[0090] Therefore, by threading the A outer casing 70 and the B second outer casing 20 together, a high clamping force can be obtained. Thus, the positional relationship between the brake pedal 40 and the accelerator pedal 90 can be maintained for a long time.

[0091] (4) In the first embodiment, housing A 70 and housing B 10 are fixed to a common housing B 20 such that the distance Da between the driver’s seat 7 and the accelerator pedal 90 is greater than the distance Db between the driver’s seat 7 and the brake pedal 40.

[0092] Accordingly, the relationship between the brake pedal 40 and the accelerator pedal 90, which is set to Da>Db, can be reliably maintained. Therefore, even when the driver places their foot in a position related to both the brake pedal 40 and the accelerator pedal 90 to perform a pressing action, the force applied to the brake pedal 40 is relatively large, thus preventing loss of vehicle control.

[0093] (Second Implementation)

[0094] Reference Figure 9 The second embodiment will be described. The second embodiment is obtained by changing the method of installing the pedal module 1 into the vehicle compared to the first embodiment. The rest is the same as the first embodiment, so only the parts that are different from the first embodiment will be described.

[0095] like Figure 9 As shown, the pedal module 1 of the second embodiment includes a position adjustment mechanism 300 capable of adjusting the position of the pedal module 1 relative to the vehicle body 4. The position adjustment mechanism 300 is capable of moving the pedal module 1 in the longitudinal direction of the vehicle. For example, a ball screw mechanism can be used as the position adjustment mechanism 300. In this case, the ball screw mechanism consists of a ball screw 301, a nut 302, and a motor 303. The ball screw 301 is arranged such that the screw shaft is aligned in the longitudinal direction of the vehicle. The nut 302 is fixed to the lower surface of the second housing 20 (B) and assembled to the ball screw 301. The motor 303 rotates the ball screw 301 around the screw shaft. With this structure, when the motor 303 is driven to rotate the ball screw 301 around the screw shaft, the pedal module 1 moves together with the second housing 20 (B), which is fixed to the nut 302, in the longitudinal direction of the vehicle. Furthermore, Figure 9 F_1 indicates that the pedal module 1 has been moved forward of the vehicle via the position adjustment mechanism 300. Figure 9 R_1 indicates that the pedal module 1 has moved rearward through the position adjustment mechanism 300. Figure 9 In the middle, nut 302 is connected to pedal module 1 located at position R_1, but in reality, nut 302 and pedal module 1 move together in the front-rear direction of the vehicle.

[0096] In the second embodiment described above, by adjusting the position of the pedal module 1 according to the physique of the driver 8, the positions of the brake pedal 40 and the accelerator pedal 90 can be adjusted simultaneously. At this time, by moving the second housing 20 by the position adjustment mechanism 300, the position of the pedal module 1 can be adjusted while maintaining the accelerator pedal 90 in a position further away from the driver 8 than the brake pedal 40, thus improving vehicle safety.

[0097] Furthermore, in the second embodiment, the brake pedal device 2 is also used in a brake-by-wire system 100 where the master cylinder 126 of the brake circuit 120 of the vehicle is not mechanically connected to the brake pedal 40. Additionally, the accelerator pedal device 3 is used in a wired accelerator system 200. Therefore, the connection between the pedal module 1 and the position adjustment mechanism 300 consists only of the wires connecting the B sensor 50 and the A sensor 80, and the fixing part of the nut 302 to the B second housing 20, thus simplifying the structure of the position adjustment mechanism 300.

[0098] (Third Implementation)

[0099] Reference Figure 10 and Figure 11 The third embodiment will be described. The third embodiment is obtained by changing the structure of the accelerator pedal device 3 in the pedal module 1 compared to the first embodiment, etc. Everything else is the same as the first embodiment, etc., so only the parts that differ from the first embodiment will be described. Furthermore, the third embodiment refers to... Figure 11 The pedal module 1 is schematically shown in relation to... Figure 10 The cross section shown is perpendicular to the axis CL2 of the oscillation of the accelerator pedal 90.

[0100] like Figure 10 and Figure 11 As shown, the accelerator pedal device 3 of the pedal module 1 in the third embodiment also includes an A-shell 70, an accelerator pedal 90, an A-reaction force generating mechanism 101, an A-sensor 80, etc.

[0101] The A-shell 70 is a component that covers the A-reaction force generating mechanism 101 and is fixed to the B-second shell 20. The A-shell 70 is box-shaped and has an opening 74 on the vehicle body side where the pedal module 1 is installed (i.e., the B-second shell 20 side). Inside the A-shell 70, a space is provided for arranging the A-reaction force generating mechanism 101, etc. During the manufacturing process of the accelerator pedal device 3, the A-reaction force generating mechanism 101 can be inserted through the opening 74 of the A-shell 70. Furthermore, the opening 74 of the A-shell 70 is blocked by the B-second shell 20. Therefore, the A-shell 70 of the third embodiment does not have the shell cover 72 described in the first embodiment.

[0102] An accelerator pedal rotation shaft 93 is provided at the end of the accelerator pedal 90 on the side of the second housing 20 (B). In the following description, the accelerator pedal rotation shaft 93 will be referred to as the A rotation shaft 93. The A rotation shaft 93 is rotatably supported by a bearing member 94 provided in the second housing 20 (B). Therefore, the accelerator pedal 90 can swing about the axis CL2 of the A rotation shaft 93 in both the forward and reverse directions within a predetermined angle range. In the third embodiment, the bearing member 94 is located in the second housing 20 (B) at a position further rearward than the A housing 70. Therefore, the A rotation shaft 93 is positioned closer to the driver's heel than the A housing 70. Furthermore, the second housing 20 (B) and the bearing member 94 can be configured as separate components, or they can be integrally configured.

[0103] The reaction force generating mechanism 101 has a coil spring 105 as an elastic member and an upper support 107. One axial end 1051 of the coil spring 105 is provided with a spring receiving portion 28 on the side of the second housing 20 to restrict movement. The upper support 107 is provided at the other axial end 1052 of the coil spring 105. Furthermore, in the third embodiment, one axial end 1051 of the coil spring 105 (i.e., the end 1051 of the coil spring 105 on the side of the second housing 20) corresponds to the end of the reaction force generating mechanism 101 opposite to the accelerator pedal 90.

[0104] The accelerator pedal 90 and the upper support 107 are connected by a connecting member 106. The connecting member 106 has its end on the accelerator pedal 90 side fixed to the accelerator pedal 90, and its end on the upper support 107 side slidably connected to the upper support 107. Alternatively, the connecting member 106 may be configured such that its end on the accelerator pedal 90 side is pivotally connected to the accelerator pedal 90, and its end on the upper support 107 side is pivotally connected to the upper support 107. The connecting member 106 passes through the upper opening 75 provided in the housing A 70.

[0105] When the driver applies a force to the accelerator pedal 90, causing the accelerator pedal 90 to swing towards the A housing 70 side and the B second housing 20 side, a load is applied to the coil spring 105 from the accelerator pedal 90 via the connecting member 106. At this time, the coil spring 105, which constitutes the A reaction force generating mechanism 101 as an elastic member, flexes in the spring axis and generates a reaction force relative to the force applied to the accelerator pedal 90 by the driver.

[0106] Although not illustrated, sensor A 80 can be positioned either on or around the axis CL2 of the A rotation shaft 93, or inside the A housing 70. When sensor A 80 is positioned on or around the axis CL2 of the A rotation shaft 93, sensor A 80 detects the rotation angle of the A rotation shaft 93. When sensor A 80 is positioned inside the A housing 70, sensor A 80 detects, for example, the amount of movement of components such as the upper bracket 107 that move with the accelerator pedal 90. The amount of movement of components such as the upper bracket 107 that move with the accelerator pedal 90 is related to the swing angle of the accelerator pedal 90 (i.e., the accelerator pedal travel). Sensor A 80 outputs a signal corresponding to the rotation angle of the A rotation shaft 93 or the amount of movement of the upper bracket 107, etc., to the vehicle's accelerator ECU 210. Accelerator ECU 210 increases or decreases the valve opening of the electronic throttle 220 based on the accelerator pedal travel.

[0107] In the third embodiment described above, the A housing 70 has an opening 74 on the vehicle body side where the pedal module 1 is installed (i.e., the B second housing 20 side). Furthermore, the B second housing 20 blocks the opening 74 provided on the vehicle body side of the A housing 70 and supports the end of the A reaction force generating mechanism 101 on the side opposite to the accelerator pedal 90.

[0108] Accordingly, during the assembly of the accelerator pedal device 3, the reaction force generating mechanism 101 mounted on the second housing 20 (B) can be inserted into the inside of the housing 70 (A) through the opening 74. Therefore, the accelerator pedal device 3 of the third embodiment eliminates the need for the housing cover 72 described in the first embodiment, thus reducing the number of components.

[0109] Furthermore, in the accelerator pedal device 3 of the pedal module 1 in the third embodiment, the A rotation shaft 93, which is provided on the swing axis CL2 of the accelerator pedal 90, is provided on the B second housing 20 at a position closer to the rear of the vehicle than the A housing 70.

[0110] Accordingly, the A-rotating shaft 93 is positioned closer to the driver's heel than the A-shell 70, thus improving the operability of the accelerator pedal 90.

[0111] (Fourth implementation)

[0112] Reference Figure 12 and Figure 13 The fourth embodiment will be described. The fourth embodiment is also obtained by changing the structure of the accelerator pedal device 3 in the pedal module 1 compared to the first embodiment, etc. Everything else is the same as the first embodiment, etc., therefore only the parts that differ from the first embodiment, etc., will be described. Furthermore, Figure 12 This shows the state where the driver's pedal force is not applied to the accelerator pedal at 90. Figure 13 This shows the state of the driver's pedal force applied to the accelerator pedal 90.

[0113] like Figure 12 and Figure 13 As shown, the accelerator pedal device 3 of the pedal module 1 in the fourth embodiment includes an A housing 70, a fixed shaft 76, an arm 77, an A reaction force generating mechanism 101, an accelerator pedal 90, an A rotating shaft 93, an A sensor 80, etc.

[0114] The outer casing 70 is fixed to the front bulkhead 6 of the vehicle. Furthermore, the front bulkhead 6 is a partition separating the exterior of the vehicle, such as the engine compartment, from the interior; it is sometimes referred to as a partition. The outer casing 70 is box-shaped and has an opening 78 on the side of the vehicle floor 5.

[0115] An A-reaction force generating mechanism 101 is provided inside the A-shell 70. The A-reaction force generating mechanism 101 has a coil spring 105 as an elastic member and an upper bracket 107. One axial end 1051 of the coil spring 105 is restricted to move by a spring receiving portion 79 provided on the inner wall of the A-shell 70. The upper bracket 107 is provided at the other axial end 1052 of the coil spring 105.

[0116] Furthermore, a fixed shaft 76 is provided inside the A-shell 70. An arm 77 is pivotally supported on the fixed shaft 76. A portion 771 of the arm 77 extending further inward than the fixed shaft 76 into the A-shell 70 is connected to the upper support 107 via a connecting member 106. The connecting member 106 allows one end to be pivotally connected to the arm 77 and the other end to be pivotally connected to the upper support 107. Thus, the portion 771 of the arm 77 extending further inward than the fixed shaft 76 into the A-shell 70 is subjected to force by the A-reaction force generating mechanism 101. On the other hand, a movable connecting rod 95 for connecting to the accelerator pedal 90 is provided at the end of the portion 772 of the arm 77 extending further outward than the fixed shaft 76 into the A-shell 70.

[0117] An A-rotation shaft 93 is provided at the end of the accelerator pedal 90 on the side of the second housing 20 (B). The A-rotation shaft 93 is located at the pivot point CL2 of the accelerator pedal 90. The A-rotation shaft 93 is rotatably supported by a bearing member 94 of the second housing 20 (B). Therefore, the accelerator pedal 90 can swing in the forward and reverse directions within a specified angle range about the pivot point CL2 of the A-rotation shaft 93. Furthermore, the second housing 20 (B) and the bearing member 94 can be configured as separate components, or they can be configured as an integral part. The second housing 20 (B) is fixed to the vehicle floor 5.

[0118] The end of the accelerator pedal 90 opposite to the A rotation axis 93 is connected to the end of the arm 77, which extends further outward from the A housing 70 than the fixed axis 76, in a rotatable manner via a movable link 95.

[0119] Although the illustration is omitted, sensor A 80 can be disposed either on or around the axis CL2 of the rotation shaft A 93, or it can be disposed inside the housing A 70. This is the same as described in the third embodiment.

[0120] like Figure 13 As indicated by arrow F, when a driver applies a pedal force to the accelerator pedal 90, the accelerator pedal 90 swings about the axis CL2 of the rotation axis 93 (A), and the portion of the accelerator pedal 90 that is above the axis CL2 moves towards the floor 5 or the front bulkhead 6. At this time, as the accelerator pedal 90 swings, the arm 77, connected to the accelerator pedal 90 via the movable link 95, swings about the center of the fixed axis 76 (CL4). Consequently, the portion 771 extending from the arm 77 further inward than the fixed axis 76 towards the inside of the housing 70 (A) applies a load to the coil spring 105 of the reaction force generating mechanism 101 (A) via the connecting member 106. The coil spring 105 flexes axially, generating a reaction force relative to the pedal force applied by the driver to the accelerator pedal 90.

[0121] On the other hand, such as Figure 12 As shown, when no driver force is applied to the accelerator pedal 90, the portion 771 of the arm 77 that extends further inward than the fixed shaft 76 into the housing 70 abuts against the stop 701 inside the housing 70 by the elastic force of the coil spring 105. Thus, the accelerator pedal 90, connected to the arm 77 via the movable link 95, returns to its initial position.

[0122] In the fourth embodiment described above, by setting the B second housing 20 to not support the A housing 70 but using the bearing member 94 to rotatably support the A rotation shaft 93, the size of the B second housing 20 can be miniaturized.

[0123] Furthermore, by providing a structure in which the A rotating shaft 93 is rotatably supported by the bearing member 94 in the B second housing 20, it is possible to assemble it into the vehicle while maintaining the positional relationship between the brake pedal 40 and the accelerator pedal 90.

[0124] (Other implementation methods)

[0125] (1) In the above embodiments, it is described that the brake pedal device 2 and the accelerator pedal device 3 of the pedal module 1 are accordion type. However, it is not limited to this, the brake pedal device 2 may also be suspended, and the accelerator pedal device 3 may also be suspended.

[0126] (2) In the above embodiments, as an example of the brake pedal device 2 for the brake-by-wire system 100, a device in which the brake pedal 40 is not mechanically connected to the master cylinder 126 is described. However, it is not limited to this; the brake pedal device 2 may also be a device in which the brake pedal 40 is mechanically connected to the master cylinder 126.

[0127] (3) In the above embodiments, as an example of the B reaction force generating mechanism 60, a mechanism having a leaf spring 61 and multiple coil springs 62, 63 is described; as an example of the A reaction force generating mechanism 101, a mechanism having a single coil spring 105 is described. However, the B reaction force generating mechanism 60 and the A reaction force generating mechanism 101 may, for example, have one or more coil springs, or one or more leaf springs. Alternatively, regarding the brake pedal device 2, it may be configured such that the brake pedal 40 is mechanically connected to the master cylinder 126, and the master cylinder 126 generates a reaction force in relation to the force applied to the brake pedal 40 by the driver.

[0128] (4) In the above embodiments, a structure was described in which the brake-by-wire system 100 generates hydraulic pressure on the brake fluid flowing in the brake circuit 120 via the master cylinder 126. However, this is not a limitation; for example, the brake-by-wire system 100 may also be configured to generate hydraulic pressure on the brake fluid flowing in the brake circuit 120 using a hydraulic pump.

[0129] (5) In the above embodiments, the structure of the accelerometer-by-wire system 200 driving the electronic throttle 220 has been described. However, it is not limited to this; for example, the accelerometer-by-wire system 200 may also be configured to drive the motor for driving the vehicle.

[0130] (6) In the above embodiments, the brake ECU 110 and the accelerator ECU 210 are each configured independently. However, they are not limited to this; the brake ECU 110 and the accelerator ECU 210 may be configured by a single ECU or by three or more ECUs.

[0131] This disclosure is not limited to the embodiments described above and can be appropriately modified. Furthermore, the embodiments described above are not unrelated to each other and can be appropriately combined, except in cases where they are clearly incompatible. Additionally, in the embodiments described above, the elements constituting the embodiments are not necessarily essential, except where they are specifically stated to be necessary or where they are clearly considered necessary in principle. Furthermore, in the embodiments described above, when the number, value, quantity, range, etc., of the structural elements of the embodiments are mentioned, they are not limited to those specific numbers, except where they are specifically stated to be necessary or where they are clearly limited to specific numbers in principle. Furthermore, in the embodiments described above, when the shape, positional relationship, etc., of the structural elements are mentioned, they are not limited to those shapes, positional relationships, etc., except where they are specifically stated to be necessary or where they are limited to specific shapes, positional relationships in principle.

Claims

1. A vehicle pedal module, integrally comprising multiple drive-by-wire pedal devices, characterized in that, have: A brake pedal device includes a brake pedal, a brake pedal rotation shaft, a brake pedal sensor, a brake pedal reaction force generating mechanism, a first brake pedal housing, and a second brake pedal housing. The brake pedal is depressed by the driver's foot and swings around a predetermined axis. The brake pedal rotation shaft is located at the axis of the brake pedal's swing. The brake pedal sensor outputs a signal corresponding to the swing angle of the brake pedal. The brake pedal reaction force generating mechanism generates a reaction force relative to the driver's depressing force applied to the brake pedal. The first brake pedal housing rotatably supports the brake pedal rotation shaft and covers the brake pedal reaction force generating mechanism. The second brake pedal housing supports the end of the brake pedal reaction force generating mechanism opposite to the brake pedal and is located between the first brake pedal housing and the vehicle body. as well as An accelerator pedal device includes an accelerator pedal, an accelerator pedal sensor, an accelerator pedal reaction force generating mechanism, and an accelerator pedal housing. The accelerator pedal oscillates around a predetermined axis when pressed by the driver's foot. The accelerator pedal sensor outputs a signal corresponding to the oscillation angle of the accelerator pedal. The accelerator pedal reaction force generating mechanism generates a reaction force relative to the driver's pressing force applied to the accelerator pedal. The accelerator pedal housing covers the accelerator pedal reaction force generating mechanism. The second housing of the brake pedal is configured such that it extends from the brake pedal assembly side toward the accelerator pedal assembly side, at least a portion of the accelerator pedal assembly is fixed to the second housing of the brake pedal, and the second housing of the brake pedal is disposed on the vehicle body. The second housing of the brake pedal is made of a component whose Young's modulus is greater than that of the first housing of the brake pedal.

2. The vehicle pedal module according to claim 1, characterized in that, The brake pedal device is used in a brake-by-wire system, in which the master cylinder in the vehicle's brake circuit is not mechanically connected to the brake pedal. Instead, the brake circuit generates the hydraulic pressure required for braking the vehicle through drive control of a brake electronic control unit based on the output signal from the brake pedal sensor. The accelerator pedal device is used in a drive-by-wire accelerator system, in which the electronic throttle or the vehicle's motor is activated by drive control of an accelerator electronic control device based on the output signal of the accelerator pedal sensor.

3. The vehicle pedal module according to claim 1, characterized in that, The vehicle pedal module also includes a position adjustment mechanism that can adjust the position of the second housing of the brake pedal relative to the vehicle body.

4. The vehicle pedal module according to claim 1, characterized in that, The component in the accelerator pedal assembly that provides swingable support for the accelerator pedal and the first housing of the brake pedal are fixed to the shared second housing of the brake pedal in such a manner that the distance between the driver's seat and the accelerator pedal is greater than the distance between the driver's seat and the brake pedal.

5. The vehicle pedal module according to any one of claims 1 to 4, characterized in that, The accelerator pedal housing is a structure that can swing the accelerator pedal and is threadedly fastened to the brake pedal second housing.

6. The vehicle pedal module according to any one of claims 1 to 4, characterized in that, The accelerator pedal device has an accelerator pedal rotation axis disposed at the pivot point of the accelerator pedal's swing. The accelerator pedal rotation shaft is located on the second housing of the brake pedal at a position relative to the rear of the vehicle than the accelerator pedal housing.

7. The vehicle pedal module according to any one of claims 1 to 4, characterized in that, The second housing of the brake pedal blocks the opening on the vehicle side of the accelerator pedal housing and supports the end of the accelerator pedal reaction force generating mechanism on the opposite side of the accelerator pedal.

8. The vehicle pedal module according to claim 1, 2 or 4, characterized in that, The accelerator pedal device also has: A fixed shaft is mounted on the accelerator pedal housing; An arm, which is swayably supported on the fixed shaft, has a portion of the arm that extends further inside the accelerator pedal housing than the fixed shaft, and is subjected to force by the accelerator pedal reaction force generating mechanism. The accelerator pedal rotation axis is located at the pivot point of the accelerator pedal's swing. as well as A movable link connects the end of the arm that extends further outward from the fixed axis to the end of the accelerator pedal housing in a rotatable manner. The second housing of the brake pedal does not support the housing of the accelerator pedal, but the second housing of the brake pedal rotatably supports the rotating shaft of the accelerator pedal.

Images