Accelerator pedal assembly

Abstract

The utility model provides an acceleration pedal assembly. The acceleration pedal assembly has an acceleration pedal supported to be stepped down towards a floor panel in a vehicle cabin, a pedal reaction force applying part applying a pedal reaction force to the acceleration pedal to prevent the vehicle from starting up with rapid acceleration, and a stopper selectively assembled on the bottom surface of the acceleration pedal opposite to the floor panel, which extends a prescribed length towards the floor panel in a state of being assembled on the bottom surface of the acceleration pedal. Based on the above structure, a universal acceleration pedal assembly capable of preventing the vehicle with a large motor from starting up with rapid acceleration and avoiding the driver of the vehicle with a small motor from feeling uncomfortable can be provided.

Description

Technical Field

[0001] This utility model relates to an accelerator pedal assembly including an accelerator pedal and a pedal reaction force application component, and particularly to a countermeasure for achieving the generalization of accelerator pedal assemblies. Background Technology

[0002] Typically, a pedal reaction force is applied to the accelerator pedal (also called the gas pedal) of a car. This pedal reaction force is used to return the accelerator pedal to its initial position (the position where the acceleration is zero) after the driver releases the pressure applied by the pedal. This pedal reaction force is applied by a pedal reaction force applying component such as a coil spring. Here, the assembly having the above-mentioned accelerator pedal and pedal reaction force applying component is referred to as an accelerator pedal assembly.

[0003] In accelerator pedal assemblies, the pedal reaction force is typically set based on the vehicle's maximum torque. Electric vehicles come in various models, each with a different maximum torque for its drive motor. Furthermore, these drive motors have the characteristic of delivering maximum torque from the moment they begin operation (the moment the accelerator pedal is first pressed). Therefore, for electric vehicles equipped with drive motors that have a higher maximum torque (hereinafter referred to as "large motors"), a larger pedal reaction force is set to suppress the initial pressing speed of the accelerator pedal, thus preventing rapid acceleration from a standstill.

[0004] On the other hand, in order to achieve the universality of accelerator pedal components, it is desirable to apply accelerator pedal components with a larger pedal reaction force (used in electric vehicles equipped with large electric motors) to electric vehicles equipped with electric motors with smaller maximum torque (hereinafter referred to as "small electric motors"). However, in this case, even if the driver overcomes the larger pedal reaction force and depresses the accelerator pedal heavily, they may not obtain sufficient acceleration, which may create a sense of incongruity. That is, the small motor originally has a smaller maximum torque, so even if the accelerator pedal is pressed heavily, a large acceleration cannot be obtained. However, when the driver, unaware that they are driving an electric vehicle equipped with a small electric motor, overcomes the larger pedal reaction force and depresses the accelerator pedal heavily, they expect a large acceleration. When they fail to obtain a large acceleration, they may experience a sense of incongruity (while this sense of incongruity does not occur when using an accelerator pedal component with a smaller pedal reaction force).

[0005] This technical problem is not limited to electric vehicles, but also exists in hybrid vehicles and plug-in hybrid vehicles that can start and drive using only an electric motor.

[0006] However, to date, there is no technology that can achieve universality for accelerator pedal components without causing the aforementioned incongruity. Utility Model Content

[0007] In view of the above situation, the purpose of this utility model is to provide a universal accelerator pedal assembly that can prevent cars equipped with large electric motors from accelerating suddenly and also avoid the feeling of incongruity for drivers of cars equipped with small electric motors (in this utility model, the cars include electric vehicles, hybrid vehicles, and plug-in hybrid vehicles).

[0008] As a technical solution to solve the above-mentioned technical problems, the present invention provides an accelerator pedal assembly, which includes an accelerator pedal supported so that it can be pressed down toward the floor panel inside the vehicle, and a pedal reaction force applying component for applying pedal reaction force to the accelerator pedal to prevent the vehicle from accelerating suddenly. The accelerator pedal assembly is characterized by further including a stopper selectively assembled on the bottom surface of the accelerator pedal facing the floor panel, the stopper extending toward the floor panel by a predetermined length when assembled on the bottom surface of the accelerator pedal.

[0009] The advantages of the accelerator pedal assembly of this invention with the above-described structure are as follows: by selectively assembling a stopper on the bottom surface of the accelerator pedal, a universal accelerator pedal assembly can be achieved that prevents sudden acceleration in vehicles equipped with large electric motors while also avoiding a sense of unease for drivers of vehicles equipped with small electric motors. Specifically, when the accelerator pedal assembly is used in vehicles equipped with large electric motors, the stopper is not assembled on the bottom surface of the accelerator pedal. In this way, the pedal reaction force application component can prevent sudden acceleration. That is, because the pedal reaction force application component can apply a sufficiently large pedal reaction force to the accelerator pedal, it can suppress the initial pressing speed of the accelerator pedal and prevent sudden acceleration. When the same accelerator pedal assembly is used in vehicles equipped with small electric motors, by assembling a stopper on the bottom surface of the pedal, the depressible range of the accelerator pedal can be reduced, thus preventing the driver from pressing the accelerator pedal too deeply. As a result, the situation where the driver cannot obtain sufficient acceleration even if they overcome a large pedal reaction force to press the accelerator pedal deeply, thus avoiding a sense of unease, can be avoided. Therefore, the same accelerator pedal assembly can be used in both cars equipped with large electric motors and cars equipped with small electric motors, thus achieving the universality of the accelerator pedal assembly.

[0010] Furthermore, in the accelerator pedal assembly described above, the stopper can be detachably assembled to the bottom surface of the accelerator pedal by bolt fastening or by fitting together. Based on this structure, the stopper can be easily detachably assembled to the bottom surface of the accelerator pedal, thereby facilitating the standardization of the accelerator pedal assembly. Attached Figure Description

[0011] Figure 1 is a cross-sectional view of the accelerator pedal assembly in an embodiment of the present invention.

[0012] Figure 2 is a diagram showing the state of the accelerator pedal of a high-drive vehicle being pressed to its maximum depressed position in an embodiment of this utility model (equivalent to Figure 1).

[0013] Figure 3 is a diagram showing the state of the accelerator pedal of a low-drive vehicle not being pressed in an embodiment of the present invention (equivalent to Figure 1).

[0014] Figure 4 is a diagram showing the state of the accelerator pedal of a low-drive vehicle being pressed to its maximum position in an embodiment of this utility model (equivalent to Figure 1). Detailed Implementation

[0015] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In this embodiment, the application of the accelerator pedal assembly of the present invention to an electric vehicle will be described. Furthermore, in this embodiment, the application of the present invention to an organ-type accelerator pedal whose rotation fulcrum is set on the floor panel will be described.

[0016] Figure 1 is a cross-sectional view of the accelerator pedal assembly 1 in this embodiment. In Figure 1, arrow FR indicates the front of the vehicle body, and arrow UP indicates the top. As shown in Figure 1, the accelerator pedal assembly 1 includes an accelerator pedal 2, a pedal reaction spring (pedal reaction force application component) 3, and a pedal depressor detection component 4.

[0017] The accelerator pedal 2 is mounted on the floor panel 5 in front of the driver's seat (not shown) of the electric vehicle. The rear end of the accelerator pedal 2 (the end closest to the rear of the vehicle) is rotatably supported on the floor panel 5. Specifically, a pedal support bracket 51 is mounted on the floor panel 5 and protrudes from it. Two pedal support brackets 51 are arranged at a predetermined interval in the vehicle width direction. A rotation shaft 52 extending in the vehicle width direction passes through these two pedal support brackets 51. The rear end of the accelerator pedal 2 is rotatably supported by the rotation shaft 52.

[0018] The pedal reaction spring 3 is a helical spring that applies pedal reaction force to the accelerator pedal 2. A spring mounting seat 31 is provided near the front end of the pedal bottom surface 21 of the accelerator pedal 2 (the end closest to the front of the vehicle body). The pedal reaction spring 3 is configured such that its upper end abuts against the spring mounting seat 31, and its lower end abuts against the upper surface of the floor panel 5. Therefore, when the driver's foot (not shown) depresses the accelerator pedal 2 (see the pedal force F in Figure 2), causing the accelerator pedal 2 to rotate about the rotation axis 52, the pedal reaction spring 3 is compressed, thereby applying a pedal reaction force to the accelerator pedal 2 to return it to its initial position.

[0019] As mentioned above, in the case of electric vehicles, the maximum torque of the drive motors varies across different models, and each drive motor has the characteristic of generating maximum torque from the moment it starts operating (the moment the accelerator pedal 2 is first depressed). Therefore, to prevent electric vehicles equipped with drive motors (large motors) that have a high maximum torque from rapid acceleration, the spring constant is set to a value that provides the pedal reaction force sufficient to suppress the initial depressing speed of the accelerator pedal 2. The specific spring constant can be appropriately determined through experiments or simulations.

[0020] The pedal depressing amount detection component 4 is used to detect the amount of accelerator pedal 2 depressed when the accelerator pedal 2 is pressed against the pedal reaction force. Specifically, the pedal depressing amount detection component 4 includes an operating lever 41, an encoder 42, and a drive arm 43.

[0021] The operating lever 41 is inserted inside the pedal reaction spring 3. The upper end of the operating lever 41 is mounted on the spring mounting base 31. The lower end of the operating lever 41 passes through the through hole 53 formed in the floor panel 5 and enters the component receiving space 54 provided on the lower side of the floor panel 5.

[0022] The encoder 42 is connected to the lower end of the operating lever 41 via a drive arm 43. When the accelerator pedal 2 is rotated, causing the operating lever 41 to move up and down, the drive arm 43 rotates about the central axis of the encoder 42 along with this movement. The encoder 42 detects the amount of time the accelerator pedal 2 is depressed by detecting the rotational position of the drive arm 43.

[0023] Encoder 42 is connected to the motor ECU (not shown) via signal line 44. The information on the amount of accelerator pedal 2 depressed detected by encoder 42 is sent to the motor ECU via signal line 44. The motor ECU adjusts the power supplied to the drive motor based on the received information on the amount of accelerator pedal 2 depressed, thereby controlling the output torque and rotational speed.

[0024] On the other hand, in order to achieve universality of accelerator pedal components, there is a desire to apply accelerator pedal components used in electric vehicles equipped with large electric motors (i.e., accelerator pedal components with a larger pedal reaction force) to electric vehicles equipped with small electric motors. However, in this case, even if the driver overcomes the larger pedal reaction force and depresses the accelerator pedal heavily, they cannot obtain sufficient acceleration, resulting in a feeling of incongruity. That is, the maximum torque of a small electric motor is inherently smaller, so even if the accelerator pedal is pressed heavily, a large acceleration cannot be obtained. If the driver is unaware that the electric vehicle they are driving is equipped with a small electric motor, when overcoming the larger pedal reaction force and depressing the accelerator pedal heavily, the driver will expect a large acceleration, and when they do not obtain a large acceleration, they will feel a sense of incongruity (this incongruity usually does not occur when using an accelerator pedal component with a smaller pedal reaction force).

[0025] To address the aforementioned issues, the accelerator pedal assembly 1 of this embodiment includes a stopper 6 that can be selectively mounted on the pedal bottom surface 21. As shown in FIG3, when the stopper 6 is mounted on the pedal bottom surface 21, it extends a predetermined length toward the floor panel 5.

[0026] When using the accelerator pedal assembly 1 (with a larger pedal reaction force) for electric vehicles equipped with large electric motors (hereinafter referred to as high-drive-force vehicles) as a general-purpose accelerator pedal assembly, as shown in FIG1, the stopper 6 is not assembled on the pedal bottom surface 21 when using the accelerator pedal assembly 1 on high-drive-force vehicles; however, when using the accelerator pedal assembly 1 on electric vehicles equipped with small electric motors (hereinafter referred to as low-drive-force vehicles), the stopper 6 is assembled on the pedal bottom surface 21 as shown in FIG3. In this way, by selectively assembling the stopper 6 on the pedal bottom surface 21, the same accelerator pedal assembly 1 can be used in both high-drive-force and low-drive-force vehicles, that is, the accelerator pedal assembly 1 can be universalized.

[0027] Here, as a method of assembling the stopper 6 on the pedal bottom surface 21, the stopper 6 can be joined to the pedal bottom surface 21 by adhesive bonding; the stopper 6 can also be detachably installed to the pedal bottom surface 21 by bolt fastening; or a recess or groove can be provided on the pedal bottom surface 21, and the stopper 6 can be detachably fitted and joined to the pedal bottom surface 21 by fitting the stopper 6 into the recess or groove.

[0028] Figure 1 shows the accelerator pedal 2 of the high-drive vehicle in the unpressed state. Figure 2 shows the accelerator pedal 2 of the high-drive vehicle in the fully depressed state. As shown in these figures, since the stopper 6 is not assembled on the pedal bottom surface 21 of the high-drive vehicle, a sufficiently large depressable range of the accelerator pedal 2 can be ensured. At the same time, since the spring constant of the pedal reaction spring 3 is set to a large value, the depressing speed when the accelerator pedal 2 is initially depressed can be suppressed, thus preventing the electric vehicle from accelerating rapidly from a standstill. Furthermore, since the high-drive vehicle is an electric vehicle equipped with a driving motor with a large maximum torque, and the depressable range of the accelerator pedal 2 is large, when the driver overcomes the large pedal reaction force and depresses the accelerator pedal 2 significantly, the desired sufficiently large driving acceleration can be obtained. That is, as shown in Figure 2, when the accelerator pedal 2 is depressed significantly, the operating lever 41 moves downward significantly, thereby causing the drive arm 43 to rotate significantly around the central axis of the encoder 42. As described above, encoder 42 detects the amount of accelerator pedal 2 depressed by detecting the rotational position of drive arm 43, and then sends the detected depression information to motor ECU via signal line 44. Motor ECU adjusts the power supplied to the drive motor based on the received accelerator pedal 2 depression information, thereby controlling the output torque and rotational speed. Therefore, when the accelerator pedal 2 is depressed a large amount, motor ECU causes the drive motor to rotate at a higher speed, thereby achieving the greater acceleration desired by the driver.

[0029] Figure 3 shows the accelerator pedal 2 of a low-drive vehicle in an unpressed state. Figure 4 shows the accelerator pedal 2 of a low-drive vehicle in a fully depressed state. As shown in these figures, by assembling the stopper 6 on the bottom surface 21 of the pedal in the low-drive vehicle, the depressible range of the accelerator pedal 2 can be reduced (see the pedal range ST in Figure 3), thus preventing the driver from depressing the accelerator pedal 2 too much. This prevents the driver from depressing the accelerator pedal 2 too much. Therefore, it avoids the situation where the driver cannot obtain sufficient acceleration even when overcoming a large pedal reaction force to depress the accelerator pedal 2, resulting in a feeling of incongruity. Furthermore, as mentioned above, the drive motor has the characteristic of generating maximum torque from the moment it starts operating; therefore, even if the depressible range of the accelerator pedal 2 is set to be small, the desired driving speed can be obtained during start-up and cruising.

[0030] In this embodiment, since the stopper 6 is selectively assembled on the bottom surface 21 of the pedal according to the maximum torque of the driving motor mounted on the electric vehicle, the same accelerator pedal assembly 1 can prevent rapid acceleration of high-drive vehicles and avoid a sense of incongruity for drivers of low-drive vehicles. Therefore, it is not necessary to design and manufacture separate accelerator pedal assemblies 1 for high-drive vehicles and low-drive vehicles, thus achieving the standardization of the accelerator pedal assembly 1.

[0031] However, this invention is not limited to the above-described embodiments and can be modified appropriately. For example, in the above embodiments, a blocker 6 was described where it was not assembled on the pedal bottom surface 21 of a high-drive vehicle, but was assembled on the pedal bottom surface 21 of a low-drive vehicle. However, this invention is not limited to this, and multiple blockser 6 can be provided, that is, multiple blockser with different lengths extending from the pedal bottom surface 21 toward the floor panel 5, and then a blocker with a suitable length can be selected according to the maximum torque of the drive motor mounted on the electric vehicle. Specifically, the greater the maximum torque, the smaller the length of the assembled blocker 6. In this way, the depressible range of the accelerator pedal 2 can be set more accurately according to the maximum torque of the drive motor mounted on the electric vehicle, so that the electric vehicle obtains a suitable depressible range of the accelerator pedal 2. Thus, the depressible range of the accelerator pedal 2 can be maximized within a range that avoids causing discomfort to the driver, thereby obtaining sufficient output torque from the drive motor.

[0032] Furthermore, the above embodiments describe the application of the accelerator pedal assembly 1 of this invention to electric vehicles, but this invention is not limited thereto and is also applicable to hybrid electric vehicles, plug-in hybrid electric vehicles, etc.

[0033] Furthermore, the above embodiments describe the case where an organ-type accelerator pedal 2 is used, but the present invention is not limited to this, and a known suspended accelerator pedal can also be used.

Claims

1. An accelerator pedal assembly comprising an accelerator pedal supported for being depressed toward a floor panel inside a vehicle compartment, and a pedal reaction force applying a pedal reaction force to the accelerator pedal to prevent the vehicle from accelerating rapidly from a standstill, characterized in that: It also features a stopper that can be selectively mounted on the underside of the accelerator pedal, which faces the floor panel. The stopper extends a predetermined length toward the floor panel while being assembled on the bottom surface of the accelerator pedal.

2. The accelerator pedal assembly as claimed in claim 1, characterized in that: The stopper is detachably assembled to the bottom surface of the accelerator pedal by bolts.

3. The accelerator pedal assembly as claimed in claim 1, characterized in that: The stopper is detachably assembled onto the bottom surface of the accelerator pedal via a fitting connection.

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