Pedal arrangement for a vehicle

Abstract

The invention relates to a pedal arrangement (1) for a vehicle, comprising at least one pedal unit (10) for controlling a vehicle function, which comprises a pedal head (12) movable with a small stroke along a vertical direction (z) of the at least one pedal unit (10) for absorbing an actuating force (FB) of a driver's foot, and at least one spring-elastic bending holder (30) which is arranged between the at least one pedal unit (10) and a body (3) of the vehicle and is designed to fix the at least one pedal unit (10) to the body (3) of the vehicle and, when the pedal unit (10) is actuated, to provide an additional stroke (H) along the vertical direction (z) of the pedal unit (10) and thereby change a haptic feedback to the driver's foot.

Description

[0001] The invention relates to a pedal arrangement for a vehicle.

[0002] Drive-by-wire systems with pedal arrangements that transmit driver commands only electrically or electronically are known from the prior art. Such drive-by-wire systems include, for example, a pedal arrangement with a so-called electronic accelerator pedal or gas pedal for drive control or for performing an acceleration function, as well as a brake pedal for a brake-by-wire system for performing a braking function. Another well-known drive-by-wire system is a steer-by-wire system for steering control. Drive-by-wire refers to driving or steering a vehicle without mechanical power transmission from control elements, such as the accelerator pedal, brake pedal, or steering wheel, of the vehicle to the corresponding control elements of the vehicle, such as the throttle valve, brakes, and / or steering.This means that in such drive-by-wire systems, the corresponding pedal unit is decoupled from the power flow, and the aforementioned functions are instead controlled via electrical cables and servo motors or electromechanical actuators. Sensor devices in drive-by-wire systems typically record driver inputs using force-based sensor units to determine the desired intensity of the vehicle's braking or acceleration, which is then adjusted accordingly via the drivetrain and braking system. Eliminating the mechanical connection allows for new pedal concepts, as a large pedal travel is no longer necessary to achieve vehicle deceleration or acceleration.

[0003] DE 103 12 547 A1 discloses a device for accelerating or decelerating a motor vehicle, which comprises two actuating elements. A first actuating element serves to accelerate, and a second actuating element serves to decelerate the motor vehicle. The actuating elements are actuated by applying a hand or foot force. The two actuating elements operate largely without travel, and after the hand or foot force is removed, the speed of the motor vehicle is kept constant by the first actuating element or the second actuating element, depending on the last applied hand or foot force, until the first actuating element or the second actuating element is actuated again.

[0004] DE 102 39 913 A1 discloses an actuating device for influencing a system for braking, clutching, or driving a motor vehicle. The actuating device, actuated by a driver, is mechanically decoupled from the system's actuators. The actuating device is a sensor that exclusively detects the driver's actuating force and generates a control signal whose generation is independent of any actuating travel and has no actuating travel.

[0005] From the applicant's subsequently published DE 10 2023 204 205 A1, a pedal assembly with two pedal units, a pedal unit for controlling a vehicle function, as well as a method for assembling such a pedal unit and a method for disassembling a pedal head from such a pedal unit are known. The pedal unit comprises a modular pedal head, which includes a pad carrier and a replaceable pedal pad for absorbing an actuating force of a driver's foot and is connected to a housing cover that is movable with a small stroke along a vertical direction of the pedal unit. The pedal pad is detachably connected to the pad carrier. A fastening arrangement is designed to detachably and positively and / or non-positively connect the pad carrier to the movable housing cover. The pedal assembly comprises a first pedal unit designed as a brake pedal and a second pedal unit designed as an accelerator pedal. Disclosure of the invention

[0006] The pedal arrangement for a vehicle having the features of independent patent claim 1 has the advantage that a pedal travel of a pedal unit with a small stroke, which can preferably be in the range of 1 µm to 10 mm, which can be experienced by the driver, can be extended by an additional stroke, which can preferably be in the range of 10 mm to 50 mm, by means of a spring-elastic bending holder.

[0007] Embodiments of the present invention provide a pedal arrangement for a vehicle, having at least one pedal unit for controlling a vehicle function, which comprises a pedal head movable with a small stroke along a vertical direction of the at least one pedal unit for absorbing an actuating force of a driver's foot, and at least one spring-elastic bending holder, which is arranged between the at least one pedal unit and a body of the vehicle and is designed to fix the at least one pedal unit to the body of the vehicle and, when the pedal unit is actuated, to provide an additional stroke along the vertical direction of the pedal unit and thereby change a haptic feedback to the driver's foot.

[0008] To secure the pedal unit, a vehicle manufacturer-specific bracket element is typically used, which is arranged between the pedal unit with a low stroke and the vehicle body. In embodiments of the pedal arrangement with a low stroke, the spring-elastic bending bracket takes over the fastening function of the pedal unit to the vehicle body. For example, two spring-elastic bending brackets can be designed separately for a first pedal unit with a low stroke, designed as a brake pedal for controlling a braking function, and a second pedal unit with a low stroke, designed as an accelerator pedal for controlling an acceleration function, so that the two pedal units with a low stroke can be attached to the vehicle body separately from one another.

[0009] The pedal unit can comprise at least one sensor module arranged in a sensor housing, which can be designed, for example, as an electrical circuit or structural unit with at least one sensor element. The at least one sensor module can be positioned to measure the stroke of a movable housing cover of the sensor housing, which is connected to the pedal head via a coupling element, or to measure the deflection and / or excursion of a spring-elastic bending beam, which is connected to the pedal head via a coupling element. In this case, the at least one sensor module can preferably be designed to detect the small stroke of the housing cover or the small deflection and / or excursion of the spring-elastic bending beam without contact. There are several possible measuring principles that can be used to measure the stroke of the housing cover or the deflection and / or excursion of the spring-elastic bending beam.For example, state-of-the-art optical, magnetic, inductive, or capacitive measurement methods can be used to detect and evaluate the small stroke of the housing cover or the small deflection and / or excursion of the spring-elastic bending beam. Furthermore, the small stroke or the small deflection and / or excursion can also be detected using an optical time-of-flight measurement (distance measurement) or by means of a radar system or an ultrasound system.

[0010] The bending supports can be designed depending on the desired force / displacement curve when operating the accelerator pedal or the brake pedal. This can result in the spring-elastic bending support of the accelerator pedal being thinner than the spring-elastic bending support of the brake pedal. Depending on the design, the bending supports are connected to the vehicle body at various points, preferably by screwing. Overload protection measures can also be provided, for example, if the driver presses on a pedal head of the pedal unit with an extremely high force of 3000 N. This should not cause any deformation that could impair the function of the corresponding pedal unit. The pedal units are generally designed for such high forces.

[0011] However, vehicle manufacturers who are cautious and still unsure about the acceptance of such pedal units with a low stroke sometimes request the above-mentioned additional stroke in the range of 10 mm to 50 mm, which conflicts with the philosophy of pedal units with a low stroke in the range of 1 µm to 10 mm. To resolve this conflict, the desire for a longer pedal travel when actuating the corresponding pedal unit with a low stroke can be fulfilled by at least one spring-elastic bending bracket, which is arranged between the at least one pedal unit and a body of the vehicle. This at least one spring-elastic bending bracket is a purely mechanical system for increasing the sinking distance or pedal travel when actuating the corresponding pedal unit with a low stroke, which increases the haptic perception by the driver compared to a pure pedal unit with a low stroke.The at least one pedal unit with a short stroke is preferably releasably fixed to the at least one spring-elastic bending bracket. The short stroke of the at least one pedal unit is no longer changed if, for example, a vehicle manufacturer requests an additional stroke in the range of 10 mm to 50 mm at a defined force. This enables a high degree of standardization of the at least one pedal unit with a short stroke; the variation in pedal travel only takes place in the at least one spring-elastic bending bracket. If a vehicle manufacturer wishes to switch to a pedal unit with a short stroke, for example when changing models, only the corresponding at least one spring-elastic bending bracket needs to be replaced with a rigid bracket. The pedal unit with a short stroke can remain the same. Furthermore, software tuning of the vehicle function to be controlled should generally not be necessary.

[0012] The pedal head can preferably be of modular construction and comprise a pad carrier and a replaceable pedal pad, which can be detachably and positively and / or non-positively connected to the pad carrier. Depending on the design of a sensor arrangement of the corresponding pedal unit, the pad carrier can be detachably and positively and / or non-positively connected to the movable housing cover or to the spring-elastic bending beam via the coupling element. The pedal pad can preferably have a support structure to provide better grip for the driver's foot. The pedal pad is subject to wear through constant use. Sometimes the vehicle owner wants to replace the pedal pad with another approved variant due to wear or for optical reasons (design). Since replacing the pedal pad requires the application of force, for example because rubber lips have to be widened in order to detach the pedal pad from the pad carrier orTo fix the brake pedal to the brake lining carrier, it is advantageous to first detach the pedal head from the coupling element of the movable housing cover or the spring-elastic bending holder. Quick assembly or disassembly of the brake lining carrier can be achieved, for example, by connecting the brake lining carrier to the movable coupling element via a snap-in and / or plug-in connection without the need for tools. For disassembly, at least one simple auxiliary tool can then be used to release the snap-in and / or plug-in connection. This means that the positive and / or non-positive connection can preferably be released using at least one simple auxiliary tool.

[0013] The measures and further developments listed in the dependent claims make advantageous improvements to the pedal arrangement for a vehicle specified in independent patent claim 1 possible.

[0014] It is particularly advantageous that a stroke limiter can limit the additional stroke of the at least one spring-elastic bending holder and provide overload protection. The stroke limiter or overload protection can preferably be designed as a mechanical component that positively and / or non-positively prevents further bending at the maximum permissible stroke of the spring-elastic bending holder. The stroke limiter or overload protection can transfer high forces to the body via the spring-elastic bending holder.

[0015] In an advantageous embodiment of the pedal arrangement, the at least one spring-elastic bending bracket can comprise a V-shaped base body with two legs that are connected to one another at one end. The at least one pedal unit can be arranged on a first of the two legs of the at least one spring-elastic bending bracket. A second of the two legs of the at least one spring-elastic bending bracket can be connected to the body. The second leg of the at least one spring-elastic bending bracket can preferably be screwed to the body. The design of the at least one spring-elastic bending bracket with a V-shaped base body enables a simple and cost-effective implementation of the at least one spring-elastic bending bracket for providing the additional stroke.A desired force-displacement curve when actuating the pedal assembly can be specified via the length of the additional stroke and the spring-elastic properties of the at least one spring-elastic bending holder. The additional stroke and the spring force of the at least one spring-elastic bending holder can be adjusted, for example, by varying the material, varying the thickness, or attaching stroke-limiting mechanical components, so that the desired force-displacement curve of the at least one spring-elastic bending holder can be achieved for the vehicle manufacturer. In addition, the additional stroke of the at least one spring-elastic bending holder can also be blocked by a corresponding mechanical component if, for example, a physical disability makes it much easier to actuate the pedal unit with a short stroke than, for example, the additional stroke of up to 50 mm of sinking travel or pedal travel during emergency braking or at full throttle.The desire to block the additional stroke of the at least one spring-elastic bending holder could also arise if a driver is used to pedal units with a short stroke and would like to implement this in pedal arrangements with the at least one spring-elastic bending holder.

[0016] In a further advantageous embodiment of the pedal arrangement, the stroke limiter can be designed as a support element and arranged between the two legs of the V-shaped base body of the at least one spring-elastic bending holder. To limit the additional stroke, for example, screws, bolts, blocks and / or press-in components can be used, which can define the maximum length of the additional stroke. The maximum length of the additional stroke can preferably be limited by a positive contact of the moved leg with the support element, for example when the leg moves against a stop formed on the support element. For this purpose, the support element can be connected to one of the two legs of the V-shaped base body of the at least one spring-elastic bending holder and have a predeterminable distance from the other of the two legs, which specifies a maximum length of the additional stroke.

[0017] In a further advantageous embodiment of the pedal assembly, the at least one spring-elastic bending bracket can be attached to a partition between the engine compartment and the vehicle interior or to a vehicle floor. By attaching the pedal assembly to the vehicle floor and not to the partition, where conventional pedal assemblies are located, this newly gained installation space can be used for other components. Furthermore, the driver's feet can be better protected in the event of a crash.

[0018] In a further advantageous embodiment of the pedal arrangement, the at least one spring-elastic bending holder can be mounted so as to be linearly movable via an adjustment arrangement and can be adjustable between an operating position and a rest position. For this purpose, the adjustment arrangement can for example comprise a driver which is guided in a guide opening and is connected to the at least one spring-elastic bending holder and to a drive and is designed to transmit the movement of the drive to the at least one spring-elastic bending holder. As a result, the pedal unit or pedal arrangement can be moved backwards away from the driver's foot from the operating position into the rest position when the vehicle is put into fully autonomous driving mode and driver intervention is no longer required. The adjustment arrangement canThe pedal assembly can be moved in different spatial directions within the body, and the bending element can then be designed accordingly. The drive can preferably be designed as an axial motor, which locks its current position when de-energized, so that the at least one spring-elastic bending support cannot be displaced in an undefined manner when force is applied by the driver.

[0019] Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description. In the drawings, like reference numerals designate components or elements that perform the same or similar functions. Short description of the drawings Fig. 1 shows a schematic perspective view of a first embodiment of a pedal arrangement according to the invention for a vehicle. Fig. 2 shows a schematic perspective view of a second embodiment of a pedal arrangement according to the invention for a vehicle. Fig. 3 shows a schematic perspective view of a third embodiment of a pedal arrangement according to the invention for a vehicle. Fig. 4 shows a schematic perspective view of a fourth embodiment of a pedal arrangement according to the invention for a vehicle. Embodiments of the invention

[0020] As from Fig. 1 to 4, the illustrated embodiments of a pedal arrangement 1 according to the invention for a vehicle each comprise at least one pedal unit 10 for controlling a vehicle function, which comprises a pedal head 12 which is movable with a small stroke along a vertical direction z of the at least one pedal unit 10 for absorbing an actuating force FB of a driver's foot, and at least one spring-elastic bending holder 30 which is arranged between the at least one pedal unit 10 and a body 3 of the vehicle and is designed to fix the at least one pedal unit 10 to the body 3 of the vehicle and to provide an additional stroke H along the vertical direction z of the pedal unit 10 when the pedal unit 10 is actuated and thereby change a haptic feedback to the driver's foot.

[0021] In the illustrated embodiments, the pedal assembly 1 comprises a pedal unit 10 detachably connected to a spring-elastic bending holder 30. This pedal unit 10 is designed as a brake pedal 10A, with which a braking function can be controlled as a vehicle function. In addition to the pedal head 12, which absorbs the actuating force FB of the driver's foot and transmits it via a non-visible coupling element to a non-visible spring-elastic bending beam, the pedal unit 10 comprises a sensor housing 20 with an elastic housing cover 18, which has a through-opening through which the coupling element is guided, and at least one non-visible measuring chamber in which at least one measuring circuit with at least one sensor module is arranged.The at least one sensor module is designed to detect a slight deflection and / or deflection of the spring-elastic bending beam caused by the actuating force FB on the pedal head 10 via the coupling element.

[0022] In an alternative embodiment not shown, the pedal unit 10 comprises a sensor housing 20 with a housing cover that can move with a small stroke along a vertical direction z of the pedal unit 10 and is connected to the pedal head 12 via a coupling element to absorb an actuating force of a driver's foot. Analogous to the embodiment described above, at least one measuring chamber is arranged in the sensor housing 20, in which at least one measuring circuit with at least one sensor module is arranged. In this embodiment not shown, the at least one sensor module is designed to detect a small stroke of the movable housing cover caused by the actuating force FB on the pedal head 12 via the coupling element.

[0023] In an alternative embodiment not shown, the pedal assembly 1 comprises only one pedal unit 10, which is detachably connected to a spring-elastic bending bracket 30 and designed as an accelerator pedal, with which an acceleration function can be controlled as a vehicle function. In a further alternative embodiment not shown, the pedal assembly 1 comprises two pedal units 10, each detachably connected to a spring-elastic bending bracket 30. Here, a first pedal unit 10 is designed as an accelerator pedal, and a second pedal unit 10 is designed as a brake pedal 10A.

[0024] As from Fig. 1 to 4, the pedal head 12 in the illustrated embodiments of the pedal assembly 1 is of modular construction and comprises a pad carrier 14 and a replaceable pedal pad 16. In the illustrated embodiments, the pedal pad 16 of the pedal head 10 has a curved deep-drawn shell 16.1 made of stainless steel, which is combined with a curved rubber component 16.2 in such a way that a strip-shaped support structure 16.3 protruding from the deep-drawn shell 16.1 is created on an upper side of the deep-drawn shell 16.1. The support structure 16.3 can prevent or at least make it more difficult for the driver's foot to slip. The pedal pad 16 is firmly mounted on the pad carrier 14. For this purpose, the rubber component 16.2 has a non-visible circumferential receiving groove into which a non-visible circumferential edge of the lining carrier 14 is inserted in such a way that a wall of the receiving groove designed as a flexible lip engages around the edge of the lining carrier 14.

[0025] As from Fig. 1 to 4, the spring-elastic bending holder 30 in the illustrated embodiments of the pedal arrangement 1 comprises a V-shaped base body 32 with two legs 34 which are connected to one another at one end. In this case, the pedal unit 10 is arranged and fastened on a first leg 34A of the spring-elastic bending holder 30. For this purpose, the sensor housing 20 in the illustrated embodiments is screwed to the first leg 34A of the spring-elastic bending holder 30 using screws (not shown in detail). Of course, other suitable fastening techniques for fastening the pedal unit 10 can also be used. In addition, in the illustrated embodiments, a holding plate 22 is arranged between the sensor housing 20 and the body 3.In addition, at least one external electrical interface 24 is arranged on at least one side wall of the sensor housing 20, via which the pedal unit 10 can be electrically connected to a higher-level evaluation and control unit. In the illustrated embodiments, two external electrical interfaces 24 are arranged on an upper side wall of the sensor housing 20. Of course, the at least one external electrical interface 24 can also be arranged on any other side wall of the sensor housing 20, including on an underside. If the at least one external electrical interface 24 is arranged on an underside of the sensor housing 20, the first leg 34A of the spring-elastic bending holder 30 has corresponding recesses for plugs / cables.

[0026] A second leg 34B of the spring-elastic bending holder 30 is connected to the body 3. Preferably, the second leg 34B of the spring-elastic bending holder 30 can be screwed to the body 3 via screws (not shown in detail).

[0027] As from Fig. As can be further seen in Figure 1, in the illustrated first embodiment of the pedal assembly 1A, the spring-elastic bending bracket 30A is attached to a partition wall 3A between the engine compartment and the vehicle interior. Furthermore, the connecting region between the first leg 34A and the second leg 34B of the V-shaped base body 32 is arranged above the pedal unit 10, so that the pedal unit 10 is arranged as a "hanging" pedal unit 10.

[0028] As from Fig. As can be further seen in Figures 2 to 4, in the illustrated second, third, and fourth exemplary embodiments of the pedal arrangement 1B, 1C, 1D, the spring-elastic bending bracket 30B, 30C is each fastened to a vehicle floor 3B. Furthermore, the connecting region between the first leg 34A and the second leg 34B of the V-shaped base body 32 is arranged below the pedal unit 10, so that the pedal unit 10 is arranged as a "standing" pedal unit 10.

[0029] As from Fig. 3 and Fig. 4, the illustrated third and fourth exemplary embodiments of the pedal arrangement 1C, 1D each comprise a stroke limiter 36 which limits the additional stroke H of the spring-elastic bending holder 30C and provides overload protection. In the illustrated exemplary embodiments, the stroke limiter 36 is designed as a support element 36A and is arranged between the two legs 34 of the V-shaped base body 32 of the at least one spring-elastic bending holder 30C. For this purpose, the support element 36A in the illustrated exemplary embodiments is connected to the second leg 34A of the V-shaped base body 32 of the spring-elastic bending holder 30. In the illustrated unactuated state, a free end of the support element 36A has a predeterminable distance from the first leg 34A of the V-shaped base body 32, which distance specifies a maximum length of the additional stroke H.Here, the shape of the free end of the support element 32 is adapted to the slope of the first leg 34A of the V-shaped base body 32, so that the free end of the support element 32 forms a stop for the first leg 34A, which executes the additional stroke H based on the actuating force FB.

[0030] As from Fig. 4, the illustrated fourth embodiment of the pedal arrangement 1D comprises an adjustment arrangement 40, via which the spring-elastic bending holder 30C is mounted so as to be linearly movable and can be adjusted between an operating position and a rest position. For this purpose, the adjustment arrangement 40 in the illustrated embodiment comprises a driver 44 which is guided in a guide opening 46 and is connected to the spring-elastic bending holder 30C and to a drive 42 and is designed to transmit the movement of the drive 42 to the spring-elastic bending holder 30C. In the illustrated embodiment, the driver 44 passes through the guide opening 46, which is made in the vehicle floor 3B, and is connected to the second leg 34A of the V-shaped base body 32. As a result, the pedal unit 10 orPedal arrangement 1D can be moved from the operating position backwards away from the driver's foot into the rest position when the vehicle is switched to fully autonomous driving mode and no driver intervention is required.

[0031] As from Fig. As can be further seen in Figure 4, the drive 42 in the illustrated embodiment is designed as an axial motor 42A, which locks its currently assumed position in the currentless state so that the spring-elastic bending holder 30C cannot be displaced in an undefined manner when force is applied by the driver. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 103 12 547 A1

[0003] DE 102 39 913 A1

[0004] DE 10 2023 204 205 A1

[0005]

Claims

[1] Pedal arrangement (1) for a vehicle, comprising at least one pedal unit (10) for controlling a vehicle function, which includes a pedal head (12) movable with a small stroke along an upward direction (z) of the at least one pedal unit (10) for receiving an actuating force (FB) of a driver's foot, and at least one spring-elastic bending holder (30) which is arranged and designed between the at least one pedal unit (10) and a body (3) of the vehicle, to fix the at least one pedal unit (10) to the body (3) of the vehicle and, when the pedal unit (10) is actuated, to provide an additional stroke (H) along the upward direction (z) of the pedal unit (10) and thereby to change haptic feedback to the driver's foot. [2] Pedal arrangement (1) according to claim 1, characterized by, that a stroke limiter (36) limits the additional stroke (H) of the at least one spring-elastic bending holder (30) and provides overload protection. [3] Pedal arrangement (1) according to claim 1 or 2, characterized by , that the at least one spring-elastic bending holder (30) comprises a V-shaped base body (32) with two legs (34) which are connected to each other at one end. [4] Pedal arrangement (1) according to claim 3, characterized by , that the at least one pedal unit (10) is arranged on a first (34A) of the two legs (34A, 34B) of the at least one spring-elastic bending holder (30) and a second (34B) of the two legs (34A, 34B) of the at least one spring-elastic bending holder (30) is connected to the body (3). [5] Pedal arrangement (1) according to claim 2 and 3 or 4, characterized by, that the stroke limiter (36) is designed as a support element (36A) and is arranged between the two legs (34) of the V-shaped base body (32) of the at least one spring-elastic bending holder (30). [6] Pedal arrangement (1) according to claim 5, characterized by , that the support element (36A) is connected to one of the two legs (34) of the V-shaped base body (32) of the at least one spring-elastic bending holder (30) and to the other of the two legs (34) has a predefinable distance which specifies a maximum length of the additional stroke (H). [7] Pedal arrangement (1) according to any one of claims 1 to 6, characterized by , that at least one spring-elastic bending bracket (30) is attached to a partition (3A) between the engine compartment and the vehicle interior or to a vehicle floor (3B). [8] Pedal arrangement (1) according to any one of claims 1 to 7, characterized by, that the at least one spring-elastic bending holder (30) is mounted linearly movable via an adjustment arrangement (40) and is adjustable between an operating position and a rest position. [9] Pedal arrangement (1) according to claim 8, characterized by , that the adjustment arrangement (40) comprises a driver (44) guided in a guide opening (46), which is connected to the at least one spring-elastic bending holder (30) and to a drive (42) and is designed to transmit the movement of the drive (42) to the at least one spring-elastic bending holder (30). [10] Pedal arrangement (1) according to any one of claims 1 to 9, characterized by , that at least one pedal unit (10) is designed as an accelerator pedal for controlling an acceleration function or as a brake pedal (10A) for controlling a braking function.

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